ML14043A165

Kld TR-617, Development of Evacuation Time Estimates, Final Report, Rev. 0. Page 10-1 Through Appendix E, Page E-37

ML14043A165
Person / Time
Site:	Limerick
Issue date:	01/31/2013
From:	KLD Engineering, PC
To:	Exelon Generation Co, Office of Nuclear Material Safety and Safeguards, Office of Nuclear Reactor Regulation
References
TR-617, Rev 0
Download: ML14043A165 (79)

Text

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

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

" Routing of transit-dependent evacuees from the EPZ boundary to reception centers.

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

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

See Appendices B through D for further discussion.

The routing of transit-dependent evacuees from the EPZ boundary to reception centers or host schools is designed to minimize the amount of travel outside the EPZ, from the points where these routes cross the EPZ boundary.

Figure 10-1 presents an overview of the general population centers and host schools servicing the EPZ. Figure 10-2 through Figure 10-4 present maps of the reception centers and host schools for evacuees, by county. The major evacuation routes for the EPZ are presented in Figure 10-5.

It is assumed that all school evacuees will be taken to the appropriate host school and subsequently picked up by parents or guardians. Transit-dependent evacuees are transported to the nearest reception center for each county.

Limerick Generating Station 10-1 10-1 KID Engineering, p.c.

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Figure 10-1. Overview of General Population Reception Centers and Host Schools Limerick Generating Station 10-2 KLD Engineering, P.C.

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Figure 10-2. General Population Reception Centers and Host Schools - Berks County Limerick Generating Station 10-3 KLD Engineering, P.C.

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Figure 10-3. General Population Reception Centers and Host Schools - Chester County KLD Engineering, P.C.

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Figure 10-4. General Population Reception Centers and Host Schools - Montgomery County Limerick Generating Station 10-5 KLD Engineering, P.C.

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Figure 10-5. Major Evacuation Routes Limerick Generating Station 10-6 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 fixed-point surveillance.

2. Ground patrols may be undertaken along well-defined paths to ensure coverage of those highways that serve as major evacuation routes.

3. Aerial surveillance of evacuation operations may also be conducted using helicopter or fixed-wing aircraft, if available.

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

These concurrent surveillance procedures are designed to provide coverage of the entire EPZ as well as the area around its periphery. It is the responsibility of the counties to support an emergency response system that can receive messages from the field and be in a position to respond to any reported problems in a timely manner. This coverage should quickly identify and expedite the response to any blockage caused by a disabled vehicle.

Tow Vehicles In a low-speed traffic environment, any vehicle disablement is likely to arise due to a low-speed collision, mechanical failure or the exhaustion of its fuel supply. In any case, the disabled vehicle can be pushed onto the shoulder, thereby restoring traffic flow. Past experience in other emergencies indicates that evacuees who are leaving an area often perform activities such as pushing a disabled vehicle to the side of the road without prompting.

While the need for tow vehicles is expected to be low under the circumstances described above, it is still prudent to be prepared for such a need. Consideration should be given that tow trucks with a supply of gasoline be deployed at strategic locations within, or just outside, the EPZ. These locations should be selected so that:

" They permit access to key, heavily loaded, evacuation routes.

• Responding tow trucks would most likely travel counter-flow relative to evacuating traffic.

The county and state emergency plans discuss the provision of fuel and removal of traffic obstructions on main evacuation routes.

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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. Page E-1-5, Section (4), item I of the Commonwealth of Pennsylvania Emergency Operations Plan, Annex E, indicates that one of the response actions of the risk county emergency management agencies is to "[n]otify the State EOC when the evacuation of the county risk EPZ has been completed." 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 12-1) 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 Figure 5-4). At this time, virtually all evacuees will have departed on their respective trips and the local telephone system will be largely free of traffic.

As indicated in Table 12-1, approximately 7Y2 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 sub-areas), 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 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 2-hour timeframe will enable telephone operators to arrive at their workplace, obtain a call list and prepare to make the necessary phone calls.

Should the number of telephone responses (i.e., people still at home) exceed 20 percent, then the telephone survey should be repeated after an hour's interval until the confirmation process is completed.

Other techniques 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 12-1. Estimated Number of Telephone Calls Required for Confirmation of Evacuation Problem Definition Estimate number of phone calls, n, needed to ascertain the proportion, F of households that have not evacuated.

Reference:

Burstein, H., Attribute Sampling. McGraw Hill, 1971 Given:

" No. of households plus other facilities, N, within the EPZ (est.) = 115,000

• Est. proportion, F, of households that will not evacuate = 0.20

• Allowable error margin, e: 0.05

• Confidence level, a: 0.95 (implies A = 1.96)

Applying Table 10 of cited reference, p=F+e=0.25;q=l-p=0.75 A 2 pq + e =

n - e2 - 308 Finite population correction:

nN nF = n+N =307 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 = 216.

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 3600 Limerick Generating Station 12-2 KLD Engineering, P.C.

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APPENDIX A Glossary of Traffic Engineering Terms

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

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

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~I Deiito 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 origin-destination traffic volumes.

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

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 logit-based path-choice principles and is one of the models of the DYNEVII System. The DTRAD module implements path-based Dynamic Traffic Assignment (DTA) so that time dependent Origin-Destination (OD) trips are "assigned" to routes over the network based on prevailing traffic conditions.

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

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

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

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

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

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

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

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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 O-D demands and is a model of the route choice of the drivers. Travel demand changes significantly over time, and the road network may have time dependent characteristics, e.g., time-varying signal timing or reduced road capacity because of lane closure, or traffic congestion. To consider these time dependencies, DTA procedures are required.

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

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

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

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

" Travel "cost" plays a crucial role in route choice. In DTRAD, path cost is a linear summation of the generalized cost of each link that comprises the path. The generalized cost for a link, a, is expressed as Ca = ata + 81a + ;Sa, wherecais the generalized cost for link a, and a,,8, andyare 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 Limerick Generating Station B-2 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 re-assigned based on time dependent conditions.

The interaction between the DTRAD traffic assignment and DYNEV II simulation models is depicted in Figure B-i. 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 - 13In (p), 0 < p < I; 13>0 d,

= do dn= Distance of node, n, from the plant do =Distance from the plant where there is zero risk 13= Scaling factor The value of d. = 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 arrangesitself in congested networks in such a way that no individual trip-makercan reduce his path costs by switching routes.

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

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

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

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Start of next DTRAD Session G) I Set To = Clock time.

Archive System State at To

[ I latest Link Turn DeinePercentages I

Execute Simulation Model from B time, To to T1 (burn time)

I Provide DTRAD with link MOE at time, T1 Execute DTRAD iteration; Get new Turn Percentages I

Retrieve System State at To; Apply new Link Turn Percents DTRAD iteration converges?

I I No Yes Simulate from To to T2 (DTA session duration)

Set Clock to T2 4

Figure B-1. Flow Diagram of Simulation-DTRAD Interface 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 C-1.

Model Features Include:

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

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

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

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

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

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

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

• Provides MOE to animation software, EVAN

• Calculates ETE statistics Limerick Generating Station C-1 KLD Engineering, P.C.

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All traffic simulation models are data-intensive. Table C-2 outlines the necessary input data elements.

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

Figure C-1 is an example of a small network representation. The freeway is defined by the sequence of links, (20,21), (21,22), and (22,23). Links (8001, 19) and (3, 8011) are Entry and Exit links, respectively. An arterial extends from node 3 to node 19 and is partially subsumed within a grid network. Note that links (21,22) and (17,19) are grade-separated.

Table C-1. Selected Measures of Effectiveness Output by DYNEV II Vehicles Discharged Vehicles Link, Network, Exit Link Speed Miles/Hours (mph) Link, Network Density Vehicles/Mile/Lane Link Level of Service LOS Link Content Vehicles Network Travel Time Vehicle-hours Network Evacuated Vehicles Vehicles Network, Exit Link Trip Travel Time Vehicle-minutes/trip Network Capacity Utilization Percent Exit Link Attraction Percent of total evacuating vehicles Exit Link Max Queue Vehicles Node, Approach Time of Max Queue Hours:minutes Node, Approach Route Statistics Length (mi); Mean Speed (mph); Travel Route Time (min)

Mean Travel Time Minutes Evacuation Trips; Network KLD Engineering, P.C.

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Table C-2. Input Requirements for the DYNEV IIModel 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: link-specific, turn movement specific

• Signal control treated as fixed time or actuated

• Location of traffic control points (these are represented as actuated signals)

• Stop and Yield signs

• Right-turn-on-red (RTOR)

• Route diversion specifications

• Turn restrictions

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

DRIVER'S AND OPERATIONAL CHARACTERISTICS

" Driver's (vehicle-specific) response mechanisms: free-flow speed, discharge headway

• Bus route designation.

DYNAMIC TRAFFIC ASSIGNMENT

• Candidate destination nodes for each origin (optional)

" Duration of DTA sessions

• Duration of simulation "burn time"

• Desired number of destination nodes per origin INCIDENTS

• Identify and Schedule of closed lanes

• Identify and Schedule of closed links Limerick Generating Station C-3 KLD Engineering, P.C.

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Entry, Exit Nodes are numbered 8xxx Figure C-1. Representative Analysis Network KID 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 flow-density and speed-density relationships. Rather than "settling for" a triangular representation, a more realistic representation that includes a "capacity drop", (I-R)Qmax, at the critical density when flow conditions enter the forced flow regime, is developed and calibrated for each link. This representation, shown in Figure C-2, asserts a constant free speed up to a density, kf, and then a linear reduction in speed in the range, kf *_ k

• k, = 45 vpm, the density at capacity. In the flow-density plane, a quadratic relationship is prescribed in the range, kc < k _<ks = 95 vpm which roughly represents the "stop-and-go" condition of severe congestion. The value of flow rate, QS, corresponding to ks, is approximated at 0.7 RQmax. A linear relationship between ks and kj completes the diagram shown in Figure C-2. Table C-3 is a glossary of terms.

The fundamental diagram is applied to moving traffic on every link. The specified calibration values for each link are: (1) Free speed, vf ; (2) Capacity, Qmax; (3) Critical density, k, =

45 vpm; (4) Capacity Drop Factor, R = 0.9 ; (5) Jam density, ki. Then, vc = Qmax ,kf = kc -

(VrVC) k Setting k= k-kc, thenQ= RQmax RQmax k2 for 0 <_k <-ks = 50. It can be Qmax 8333 shown that Q = (0.98 - 0.0056 k) RQmax for k, <- kj, where k, = 50 andk W= 175.

C.1.2 The Simulation Model The simulation model solves a sequence of "unit problems". Each unit problem computes the movement of traffic on a link, for each specified turn movement, over a specified time interval (TI) which serves as the simulation time step for all links. Figure C-3 is a representation of the unit problem in the time-distance plane. Table C-3 is a glossary of terms that are referenced in the following description of the unit problem procedure.

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Volume, vph Capacity Drop Qmax R Qmax

---

Qs Density, vpm A

Vf I

• R vc I I I I I I I I I a I I I I I I I I g I I

- - P p Density, vpm kf ks Figure C-2. Fundamental Diagrams Limerick Generating Station C-6 KLD Engineering, P.C.

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Distance OQ OM OE Down Qb Qe L

Mb Me Up P Time El E2 TI Figure C-3. A UNIT Problem Configuration with tj > 0 KLD Engineering, P.C.

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Table C-3. Glossary The maximum number of vehicles, of a particular movement, that can discharge Cap from a link within a time interval.

The number of vehicles, of a particular movement, that enter the link over the time interval. The portion, ETI, can reach the stop-bar within the TI.

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

h The mean queue discharge headway, seconds.

k Density in vehicles per lane per mile.

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

L The length of the link in feet.

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

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

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

M Metering factor (Multiplier): 1.

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

The total number of vehicles of a particular movement that are discharged from a link over a time interval.

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

on the link that The percentage, expressed as a fraction, of the total flow 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 Qb, Qe [beginning, end] of the time interval.

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

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

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

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

tj Vehicles of a particular turn movement that enter a link over the first t 1 seconds of a time interval, can reach the stop-bar (in the absence of a queue down-stream) within the same time interval.

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

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

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

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

KLD Engineering, P.c.

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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= Qb, Mb, L, TI, Eo, LN, G/C , h, Lv, Ro, Lc, E, Compute = 0, Qe, Me Define O=OQ+OM+OE ; E=E1 +E 2

1. For the first sweep, s = 1, of this TI, get initial estimates of mean density, k 0 , the R - factor, R0 and entering traffic, Eo, using the values computed for the final sweep of the prior TI.

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

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

2. Calculate v (k) such that k *_ 130 using the analytical representations of the fundamental diagram.

Calulae Cp =Qmax(TI)(GcLNi Calculate Cap = (G/c) LN,3in vehicles, this value may be reduced due to metering SetR= 1.0if G/C< 1 orifk<kc; Set R= 0.9onlyif G/C= land k>k, Lb = Qb LN Calculate queue length, LtN te =TI -L If t1 -<0, settl=El=OE=O ; Else, Ej=E--

v TC

4. Then E2 =E-E 1  ; t 2 =TI-tj

5. If Qb Cap, then OQ = Cap,Oi = OE = 0 If tj > 0,then QIe = Qb + Mb + El - Cap Else Qe = Qb - Cap End if Calculate Qe and Me using Algorithm A (below)

6. Else (Qb < Cap)

OQ = Qb, RCap = Cap- OQ

7. If Mb < RCap,then Limerick Generating Station C-10 KLD Engineering, P.C.

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8. If t 1 > 0, OM = Mb, OE = min RCap -Mb, t' CapTI 0 TI)

Q' = E1 - OE If Q' > 0 ,then Calculate Qe, Me with Algorithm A Else Qe= 0, Me = E2 End if Else (t 1 = 0)

M= (vT")-Lb Mb and 0 E= 0 Me =Mb - OM + E; Qe = 0 End if

9. Else (Mb > RCap)

OE= 0 If t 1 >0, then OM =RCap, Qe=Mb-OM+El Calculate Qe and Me using Algorithm A

10. Else (t, = 0)

Md=[v(TI)-Lb)

Md= Mb]

L-Lb )

If Md > RCap, then Om= RCap Qe =Md - OM Apply Algorithm A to calculate Qe and Me Else OM = Md Me=Mb-OM+E and Qe=O End if End if End if End if

11. Calculate a new estimate of average density, kn = ! [kb + 2 km + ke],

4 where kb = density at the beginning of the TI ke = density at the end of the TI km = density at the mid-point of the TI All values of density apply only to the moving vehicles.

If Ikn-kn-1i>Eandn<N where N = max number of iterations, and E is a convergence criterion, then Limerick Generating Station C-l KLD Engineering, P.C.

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

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

13. If Qe + Me > (L-W) LN then L)

The number of excess vehicles that cause spillback is: SB = Qe + Me (- w). -iN L,

where W is the width of the upstream intersection. To prevent spillback, meter the outflow from the feeder approaches and from the source flow, S, during this TI by the amount, SB. That is, set SB M = 1 - S)> ,0where 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 Q_'e shown, Qb <- Cap, with t, > 0 and a queue of Qe length, Q'e, formed by that portion of Mb and E that reaches the stop-bar within the TI, but could

+_ not discharge due to inadequate capacity. That is, Mb Qb + Mb + E1 > Cap. This queue length, V L3 Q'e = Qb + Mb + El - Cap can be extended to Qe by traffic entering the approach during the current

-- TI, traveling at speed, v, and reaching the rear of the t3 queue within the TI. A portion of the entering TI vehicles, E3 = E 1, will likely join the queue. This TI' analysis calculates t 3 , Qe and Me for the input values of L, TI, v, E, t, Lv, LN, Qe

• When t, > 0 andL Qb !- Cap:

L Define: Le = Qe v . From the esketch, LN L3 = v(TI - t 1 - t3) = L - (Q'e + E3 ) LNL Substituting E3 = t3 E yields: - vt 3 + TI t3 E L. = L - v(TI - t 1 ) - LU,. Recognizing that TI LN the first two terms on the right hand side cancel, solve for t 3 to obtain:

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t3 = E Lve such that 0 < t 3 < TI - tj r EE 1 If the denominator, Iv T * -I 0,sett 3 =TI-t 1 "

t3 E(1 tl +t3)

Then, Qe = Q'e + E TI MeE ( T The complete Algorithm A considers all flow scenarios; space limitation precludes its inclusion, here.

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

C.2 Implementation C.2.1 Computational Procedure The computational procedure for this model is shown in the form of a flow diagram as Figure C-4. As discussed earlier, the simulation model processes traffic flow for each link independently over TI that the analyst specifies; it is usually 60 seconds or longer. The first step is to execute an algorithm to define the sequence in which the network links are processed so that as many links as possible are processed after their feeder links are processed, within the same network sweep. Since a general network will have many closed loops, it is not possible to guarantee that every link processed will have all of its feeder links processed earlier.

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

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

With the turn movement percentages for each link provided by the DTRAD model, an algorithm Limerick Generating Station C-13 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 time-varying competing demands on the approaches to the intersection.

The solution of the unit problem yields the values of the number of vehicles, 0, that discharge from the link over the time interval and the number of vehicles that remain on the link at the end of the time interval as stratified by queued and moving vehicles: Qe and Me. The procedure considers each movement separately (multi-piping). After all network links are processed for a given network sweep, the updated consistent values of entering flows, E; metering rates, M; and source flows, S are defined so as to satisfy the "no spillback" condition.

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

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

KLD Engineering, p.c.

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Figure C-4. Flow of Simulation Processing (See Glossary: Table C-3)

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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 (O-D matrix) over time from one DTRAD session to the next.

Figure B-i depicts the interaction of the simulation model with the DTRAD model in the DYNEV II system. As indicated, DYNEV II performs a succession of DTRAD "sessions"; each such session computes the turn link percentages for each link that remain constant for the session duration,

[To , T21], specified by the analyst. The end product is the assignment of traffic volumes from each origin to paths connecting it with its destinations in such a way as to minimize the network-wide cost function. The output of the DTRAD model is a set of updated link turn percentages which represent this assignment of traffic.

As indicated in Figure B-i, the simulation model supports the DTRAD session by providing it with operational link MOE that are needed by the path choice model and included in the DTRAD cost function. These MOE represent the operational state of the network at a time, T1 _<T2 , which lies within the session duration, [TO ,T 2 ] . This "burn time", T1 - To, is selected by the analyst. For each DTRAD iteration, the simulation model computes the change in network operations over this burn time using the latest set of link turn percentages computed by the DTRAD model. Upon convergence of the DTRAD iterative procedure, the simulation model accepts the latest turn percentages provided by the DTA model, returns to the origin time, To , and executes until it arrives at the end of the DTRAD session duration at time, T2 . 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 D-1.

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

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

Step 3 Next, a physical survey of the roadway system in the study area was conducted to determine the geometric properties of the highway sections, the channelization of lanes on each section of roadway, whether there are any turn restrictions or special treatment of traffic at intersections, the type and functioning of traffic control devices, gathering signal timings for pre-timed traffic signals, and to make the necessary observations needed to estimate realistic values of roadway capacity.

Step 4 The results of a telephone survey of households within the EPZ were obtained from Exelon to identify household dynamics, trip generation characteristics, and evacuation-related demographic information of the EPZ population. This information was used to determine important study factors including the average number of evacuating vehicles used by each household, and the time required to perform pre-evacuation mobilization activities.

Step 5 A computerized representation of the physical roadway system, called a link-node analysis network, was developed using the UNITES software (see Section 1.3) developed by KLD. Once the geometry of the network was completed, the network was calibrated using the information gathered during the road survey (Step 3). Estimates of highway capacity for each link and other link-specific characteristics were introduced to the network description. Traffic signal timings were input accordingly. The link-node analysis network was imported into a GIS map. 2010 Census data were overlaid in the map, and origin centroids where trips would be generated during the evacuation process were assigned to appropriate links.

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Step 6 The EPZ is subdivided into 43 Sub-areas. Based on wind direction and speed, Regions (groupings of Sub-areas) that may be advised to evacuate, were developed.

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

Step 7 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.

Step8 After creating this input stream, the DYNEV II System was executed on the prototype evacuation case to compute evacuating traffic routing patterns consistent with the appropriate NRC guidelines. DYNEV II contains an extensive suite of data diagnostics which check the completeness and consistency of the input data specified. The analyst reviews all warning and error messages produced by the model and then corrects the database to create an input stream that properly executes to completion.

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

Step 9 The results generated by the prototype evacuation case are critically examined. The examination includes observing the animated graphics (using the EVAN software which operates on data produced by DYNEV II) and reviewing the statistics output by the model. This is a labor-intensive activity, requiring the direct participation of skilled engineers who possess the necessary practical experience to interpret the results and to determine the causes of any problems reflected in the results.

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

" The results are satisfactory; or

" The input stream must be modified accordingly.

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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 10 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 11 As noted above, the changes to the input stream must be implemented to reflect the modifications undertaken in Step 10. At the completion of this activity, the process returns to Step 9 where the DYNEV II System is again executed.

Step 12 Evacuation of transit-dependent evacuees and special facilities are included in the evacuation analysis. Fixed routing for transit buses and for school buses, ambulances, and other transit vehicles are introduced into the final prototype evacuation case data set. DYNEV II generates route-specific speeds over time for use in the estimation of evacuation times for the transit dependent and special facility population groups.

Step 13 The prototype evacuation case was used as the basis for generating all region and scenario-specific evacuation cases to be simulated. This process was automated through the UNITES user interface. For each specific case, the population to be evacuated, the trip generation distributions, the highway capacity and speeds, and other factors are adjusted to produce a customized case-specific data set.

Step 14 All evacuation cases are executed using the DYNEV II System to compute ETE. Once results are available, quality control procedures are used to assure the results are consistent, dynamic routing is reasonable, and traffic congestion/bottlenecks are addressed properly.

Step 15 Once vehicular evacuation results are accepted, average travel speeds for transit and special facility routes are used to compute evacuation time estimates for transit-dependent permanent Limerick Generating Station D-3 KLD Engineering, P.C.

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residents, schools, hospitals, and other special facilities.

Step 16 The simulation results are analyzed, tabulated and graphed. The results were then documented, as required by NUREG/CR-7002.

Step 17 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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Step 1 Create GIS Base Map Step 2 Gather Census Block and Demographic Data for Study Area I*Step 3 I Field Survey of Roadways within Study Area I

IStep 4 I Analyze Telephone Survey and Develop Trip Generation Characteristics IStep 5 Create and Calibrate Unk-Node Analysis Network Establish Transit and Special Facility Evacuation I Routes and Update DYNEV-11 Database Step 6 Step 13

'I Develop Evacuation Regions and Scenarios Generate DYNEV-II Input Streams for All Evacuation Cases IStep 7 Step 14 Create and Debug DYNEV-11 Input Stream I Use DYNEV-11 Average Speed Output to Compute ETE for Transit and Special Facility Routes Step 8 I Step 15 I Execute DYNEV II for Prototype Evacuation Case!- Use DYNEV-I1 Results to Estimate Transit and Special Facilities Evacuation Time Estimates Step 16 Documentation I I Step 17 Complete ETE Criteria Checklist Figure D-1. Flow Diagram of Activities 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 August 2013, for special facilities, transient attractions and major employers that are located within the LGS EPZ. Special facilities are defined as schools, preschool and day care centers, hospitals and other medical care facilities, and correctional facilities. Transient population data is included in the tables for recreational areas and lodging facilities. Employment data is included in the tables for major employers. Each table is grouped by county. The location of the facility is defined by its straight-line distance (miles) and direction (magnetic bearing) from the center point of the plant. Maps of each school, preschool, day care center, medical facility, correctional facility, recreational area, lodging facility, and major employer are also provided.

KID Engineering, p.c.

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Table E-1. Schools within the EPZ Amity 9.3 WNW Amity Elementary Center 200 Boone Dr. Douglassville 793 70 41 41 Amity 9.9 WNW Daniel Boone Middle School 1845 Weavertown Rd. Douglassville 955 N/A N/A N/A Amity 9.8 WNW Monocacy Elementary Center 576 Monocacy Creek Rd. Birdsboro 671 90 53 53 Boyertown 7.5 NNW Boyertown Area High School 120 North Monroe St. Boyertown 1,705 200 117 117 Boyertown Area Junior High School Colebrookdale 7.3 NNW West 380 South Madison St. Boyertown 791 112 66 66 Colebrookdale 7.3 NNW Boyertown Elementary School 641 East Second St Boyertown 692 85 50 50 Colebrookdale 8.3 NNW Colebrookdale Elementary School 1001 Montgomery Ave. Boyertown 294 65 38 38 Douglass Jessie R. Wagner Adventist Elementary (Berks) 7.4 WNW School 742 Douglas Dr. Pine Forge 24 2 N/A N/A Douglass (Berks) 6.9 NW Pine Forge Elementary School 8 Glendale Rd. Boyertown 275 55 33 33 Washington 10.3 N Brookeside Montessori 1075 Route 100 Bechtelsville 50 N/A N/A N/A Charlestown 10.2 SSE Charlestown Elementary School 2060 Charlestown Rd. Malvern 313 40 N/A N/A East Coventry 3.4 SSW Collegeville Montessori Academy 954 Bethel Church Rd. Spring City 39 6 N/A N/A East Coventry 1.4 SW East Coventry Elementary School 932 Sanatoga Rd. Pottstown 578 74 44 44 East Pikeland 6.1 5 East Pikeland Elementary School 1191 Hares Hill Rd. Phoenixville 327 42 N/A N/A East Pikeland 6.7 SSE St. Basil the Great School 2330 Kimberton Rd. Kimberton 198 33 N/A N/A East Vincent 4.0 5 East Vincent Elementary School 340 Ridge Rd. Spring City 536 68 40 40 East Vincent 5.6 5 Kimberton-Waldorf School 410 West 7 Stars Rd. Phoenixville 301 30 N/A N/A East Vincent 4.2 SSE Spring City Elementary School 190 Wall St. Spring City 158 20 N/A N/A North Coventry 3.5 W North Coventry Elementary School 475 Kemp Rd. Pottstown 613 78 46 46 North Coventry 3.7 W West-Mont Christian Academy 873 South Hanover St. Pottstown 315 40 N/A N/A Limerick Generating Station E-2 KLD Engineering, P.C.

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Phoenixville 7.6 SSE Barkley Elementary School 320 2nd Ave. Phoenixville 356 46 N/A N/A Phoenixville 7.7 SSE Holy Family School 221 Third Ave. Phoenixville 352 44 N/A N/A Phoenixville 7.8 SE Kindergarten Center 101 School Ln. Phoenixville 295 N/A N/A N/A Center for Arts and Technology-Schuylkill 7.7 SSE Pickering Campus 1580 Charlestown Rd. Phoenixville 517 66 39 39 Schuylkill 8.1 SSE Phoenixville Area High School 1200 Gay St. Phoenixville 898 114 67 67 Schuylkill 8.2 SSE Phoenixville Area Middle School 1330 South Main St. Phoenixville 750 94 55 55 Schuylkill 7.6 SSE Renaissance Academy 40 Pine Crest St. Phoenixville 942 118 69 69 Schuylkill 8.8 SSE Schuylkill Elementary School 290 South Whitehorse Rd. Phoenixville 693 88 52 52 See Schuylkill 7.6 SSE Valley Forge Christian College 1401 Charlestown Rd. Phoenixville Note 3 80 47 47 South Coventry 6.7 SW French Creek Elementary School 3590 Coventryville Rd. Pottstown 527 66 39 39 South Coventry 5.2 SW Owen J. Roberts High School 981 Ridge Rd. Pottstown 1,485 186 109 109 South Coventry 4.8 SW Owen J. Roberts Middle School 881 Ridge Rd. Pottstown 781 98 58 58 Upper Uwchlan 11.4 SSW Pickering Valley Elementary School 121 Byers Rd. Chester Springs 688 85 50 50 Upper Uwchlan 11.4 SW Upattinas Open Community School 429 Greenridge Rd. Glenmoore 45 4 N/A N/A West Pikeland 9.5 S Montgomery School 1141 Route 113 Chester Springs 271 31 N/A N/A West Vincent 9.4 SSW West Vincent Elementary School 2750 Conestoga Rd. Chester Springs 506 64 38 38 Perkiomen Valley South Elementary Collegeville 7.7 ESE School 200 East Third Ave. Collegeville 627 80 47 47 Collegeville 7.1 ESE St. Eleanor School 701 Locust St. Collegeville 500 64 38 38 See Collegeville 7.3 ESE Ursinus College 601 East Main St. Collegeville Note 3 200 117 117 Douglass (Montgomery) 6.8 N Gilbertsville Elementary School 36 Congo Rd. Gilbertsville 697 80 47 47 Limerick Generating Station E-3 KLD Engineering, P.C.

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uouglass (Montgomery) 6.4 NNW Wayside Christian School 911 Sweinhart Rd. Boyertown 50 N/A N/A N/A Limerick 3.2 ENE Blessed Theresa of Calcutta 256 Swamp Pike Schwenksville 239 16 N/A N/A Limerick 3.3 SE Brooke Elementary School 339 North Lewis Rd. Royersford 421 54 32 32 Limerick 3.5 E Chapel Christian Academy 378 West Ridge Pike Limerick 235 N/A N/A N/A Limerick 4.1 E Evans Elementary School 125 Sunset Rd. Limerick 597 76 45 45 Limerick 2.4 ENE Limerick Elementary School 81 Limerick Center Rd. Royersford 396 50 30 30 Spring-Ford Senior High School 10-12 Limerick 4.0 SE Grade Center 350 South Lewis Rd. Royersford 1,522 192 112 112 Limerick 4.2 ENE Western Center for Technical Studies 77 Gratersford Rd. Limerick 459 58 34 34 Lower Frederick 7.1 ENE St. Mary's School 40 Spring Mount Rd. Schwenksville 345 44 N/A N/A Lower Pottsgrove 1.8 N Coventry Christian Schools 699 North Pleasantview Rd. Pottstown 420 54 32 32 Lower Pottsgrove 2.6 NNW Lower Pottsgrove Elementary School 1329 Buchert Rd. Pottstown 655 82 48 48 Lower Pottsgrove 3.2 NNW Pottsgrove High School 1345 Kauffman Rd. Pottstown 1,065 134 79 79 Lower Pottsgrove 3.3 NNW Ringing Rocks Elementary 1401 Kauffman Rd. Pottstown 344 44 N/A N/A Lower Providence 9.9 ESE Arcola Intermediate School 4000 Eagleville Rd. Eagleville 842 106 62 62 Lower Providence 8.4 ESE Arrowhead Elementary School 232 Level Rd. Collegeville 326 42 N/A N/A Lower Providence 10.8 SE Audubon Elementary 2765 Egypt Rd. Audubon 401 52 31 31 Lower Providence 10.6 ESE Eagleville Elementary School 125 Summit Ave. Eagleville 338 44 N/A N/A Lower Providence 12.1 ESE Skyview Upper Elementary School 4001 B Eagleville Rd. Eagleville 785 100 59 59 Lower Providence 10.5 SE St. Gabriel's Hall 1350 Pawlings Rd. Norristown 210 28 N/A N/A Lower Providence 11.5 ESE Woodland Elementary 2700 Woodland Ave. Norristown 291 38 N/A N/A Limerick Generating Station E-4 KLD Engineering, P.C.

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toyernown Area junior l-ilgn )cnooi New Hanover 6.3 N East 2020 Big Rd. Gilbertsville 903 110 65 65 New Hanover-Upper Frederick New Hanover 6.5 NNE Elementary School 2547 Big Rd. Frederick 728 80 47 47 New Hanover 8.0 N Perkiomen Valley Academy Hoffmansville Rd. Frederick 24 4 N/A N/A Perkiomen 6.6 E Evergreen Elementary School 98 Kagey Rd. Collegeville 685 86 51 51 Perkiomen 7.1 E Perkiomen Valley High School 509 Gravel Rd. Collegeville 1,808 226 132 132 Perkiomen 6.6 E Perkiomen Valley Middle School - East 100 Kagey Rd. Collegeville 782 98 58 58 Pottstown 2.7 NW Edgewood Elementary School 920 Morris St. Pottstown 288 36 N/A N/A Pottstown 4.9 WNW Elizabeth B. Barth Elementary School 467 West Walnut St. Norristown 421 54 32 32 Pottstown 3.3 NW Franklin Elementary School 970 North Franklin St. Pottstown 301 38 N/A N/A Pottstown 3.9 WNW Lincoln Elementary School 461 North York St. Pottstown 378 48 N/A N/A Pottstown 3.3 NW Pottstown High School 750 North Washington St. Pottstown 823 104 61 61 Pottstown 3.4 NW Pottstown Middle School 600 North Franklin St. Pottstown 600 76 45 45 Pottstown 2.2 WNW Rupert Elementary School 1230 South St. Pottstown 270 34 N/A N/A Pottstown 3.7 WNW St. Aloysius 220 North Hanover St. Pottstown 522 66 39 39 Pottstown 5.0 WNW St. Peter's Lutheran Church - School 564 Glasgow St. Pottstown 182 24 N/A N/A Pottstown 2.9 WNW The Hill School 860 Beech St. Pottstown 496 62 37 37 Pottstown 2.2 NW Wyndcroft School 1395 Wilson St. Pottstown 233 30 N/A N/A Royersford 3.9 SE Royersford Elementary School 450 Spring St. Royersford 431 54 32 32 Royersford 3.9 SE Sacred Heart School 100 South Lewis Rd. Royersford 115 14 N/A N/A Royersford 3.9 SE Spring-Ford 8th Grade Center 700 Washington St. Royersford 609 78 46 46 Schwenksville 6.8 ENE Schwenksville Elementary School 55 2nd St. Schwenksville 541 68 40 40 Skippack 8.9 E Skippack Elementary School 4081 Heckler Rd. Collegeville 782 98 58 58 Trappe 6.6 ESE Bright Spot Kindergarten 200 West Main St. Trappe 130 N/A N/A N/A Upper Frederick 5.9 NE Perkiomen Valley Middle School -West 200 Big Rd. Zieglerville 605 76 45 45 Upper Pottsgrove 4.1 NW Pottsgrove Middle School 1351 North Hanover St. Pottstown 762 96 56 56 Upper Providence 8.6 SE Oaks Elementary School 325 North Oaks School Dr. Oaks 520 66 39 39 Upper Providence 4.5 ESE Pope John Paul II High School 181 Rittenhouse Rd. Royersford 896 60 35 35 Limerick Generating Station E-5 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

upper Providence 4.7 ESE Spring-Ford 5th-6th Grade Center 833 South Lewis Rd. Royersford 1,258 158 93 93 Upper Providence 4.7 ESE Spring-Ford 7th Grade Center 833 South Lewis Rd. Royersford 589 74 44 44 Upper Spring-Ford Senior High School 9th Providence 4.1 SE Grade Center 400 South Lewis Rd. Royersford 579 74 44 44 Upper Providence 4.7 ESE Upper Providence Elementary School 833 South Lewis Rd. Bldg. 3 Royersford 532 68 40 40 Upper Providence 6.1 SE Valley Forge Baptist Temple Academy 616 South Trappe Rd. Collegeville 185 24 N/A N/A Upper Salford 9.1 ENE New Life Youth & Family Services 585 Freeman School Rd. Schwenksville 53 8 N/A N/A Upper Salford 9.8 NE Salford Hills Elementary 2721 Barndt Rd. Harleysville 330 42 N/A N/A West

\AIKI\AI Note 1: Schools that did not provide staff data have "N/A" in the Max Shift Column.

Note 2: Only schools with a Max Shift employment of 50 or more employees have been included with the Major Employer totals shown in Table E-4. Those with less than 50 employees during the Max Shift are indicated as "N/A" in the Employees and Employee Vehicles columns.

Note 3: Student population for Ursinus College (1,750 students) and Valley Forge Christian College (800 students) are included in the permanent resident population.

Limerick Generating Station E-6 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Table E-2. Preschools within the EPZ Amity 8.0 WNW Douglassville Children's Center 515 Old Swede Rd. DouRlassville 73 Amity 7.8 WNW Douglassville KinderCare 195 Old Swede Rd. Douglassville 129 Amity 7.8 WNW St. Gabriel's Good Shepherd Learning Center 1188 Benjamin Franklin Hwy Douglassville 100 Amity 8.0 WNW St. Paul's Day Care 548 Old Swede Rd. Douglassville 159 Amity 8.9 NW Teresa Walter Family Daycare 100 Highland Ct. Douglassville 12 Boyertown 8.0 NNW St. John's Lutheran Church 45 N. Reading Ave. Boyertown 50 Colebrookdale 7.8 NW Almost Home Children's Center 611 Montgomery Ave Boyertown 87 Colebrookdale 8.4 NW Boyertown Area YMCA 301 West Spring St Boyertown 371 Colebrookdale 7.9 NW Saint Columbkill Preschool 200 Indian Spring Rd. Boyertown 60 Union 10.0 W Gail Swartz Family Daycare 69 Shed Rd. Douglassville 12 East Coventry 1.4 SW East Coventry Elementary School 932 Sanatoga Rd. Pottstown 34 East Coventry 1.9 W Our House Early Learning Center 1426 New Schuylkill Rd. Pottstown 42 East Pikeland 6.3 SSE Kindercare Learning Center No. 1405 331 Schuylkill Rd. Phoenixville 137 East Pikeland 6.5 SSE Teach & Learn Day School 289 Schuylkill Rd. Phoenixville 64 East Vincent 4.0 Grace Assembly Day Care Center 1271 West Bridge St. Spring City 59 North Coventry 3.7 W Warwick Child Care - North Coventry Center 145 W Urner St. Pottstown 246 Phoenixville 7.4 SSE International Montessori 149 Hall St. Phoenixville 56 Phoenixville 7.4 SE Little Angels Day Care Bridge & Starr St Phoenixville 70 Phoenixville 7.6 SSE Phoenixville Area Children's Learning Center 310 Main St. Phoenixville 78 Phoenixville 6.7 SSE Phoenixville Area Children's Learning Center 2 400 Franklin Ave. Phoenixville 91 Phoenixville 6.8 SSE Stepping Stone Education Center 475 Grant St. Phoenixville 50 Phoenixville 8.2 SSE Valley Forge Kinder House Montessori School 865 Main St. Phoenixville 43 Limerick Generating Station E-7 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Schuylkill 6.8 SSE Kiddie Academy 10 Chrisevyn Ln. Phoenixville 135 Schuylkill 8.5 SE Magic Memories 897 Valley Forge Rd. Phoenixville 65 Schuylkill 8.6 5SF Phoenixville Area YMCA Child Care Center 400 E Pothouse Rd. Phoenixville 237 South Coventry 6.7 SW Pottstown YMCA French Creek Elementary 3590 Coventryville Rd. Pottstown 22 South Coventry 5.6 SW Warwick Child Care - South Coventry Center 1190 Ridge Rd. Pottstown 89 Spring City 3.8 SE Kids Kare Korner 45 North Church St. Spring City 29 Chester Upper Uwchlan 11.3 SW Bright Light Early Learning Center 70 Senn Dr. Springs 119 Chester Upper Uwchlan 11.5 SW The Goddard School - Chester Springs 50 Seaboldt Way Springs 116 Warwick 6.8 WW Children's House of Northern Chester County 1621 Old Ridge Rd. Pottstown 35 Collegeville 7.7 EE Bright Spot Child Care PO BOX 26802 Collegeville 130 Collegeville 6.9 EE Creative Child Care Too 955 E Main St. Collegeville 77 Collegeville 7.5 EE Tot Spot Learning Center 555 2nd Ave. Collegeville 69 Douglass (Montgomery) 6.8 NNW Boyertown Children's Center 500 Sweinhard Rd. Boyertown 76 Douglass (Montgomery) 6.0 N Little Faces Learning Center 1610 Swamp Pike Gilbertsville 49 Douglass (Montgomery) 5.8 NNW The Goddard School - Gilbertsville 1452 Grosser Rd. Gilbertsville 112 Douglass (Montgomery) 7.6 NNW YMCA Growing Dreams Child Care Center 144 Holly Rd. Gilbertsville 283 Limerick 3.4 E Bright Beginnings Child Care Center 385 Ridge Pike Royersford 209 Limerick 2.7 ESE Chesterbrook Academy - Limerick 441 N. Lewis Rd. Limerick 137 Limerick 3.9 ESE Chesterbrook Academy - Royersford 70 Buckwalter Rd. Royersford 366 Limerick 2.8 ESE Country Tyme Day Care 441 North Lewis Rd. Royersford 225 Limerick 3.3 SE FV YMCA - Brooke Elementary School 339 N Lewis Rd. Royersford 458 Limerick 4.1 E FV YMCA - Evans Elementary School 125 Sunset Rd. Limerick 184 Limerick Generating Station E-8 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Limerick 2.4 ENE FV YMCA - Limerick Elementary School 81 Limerick Center Rd. Royersford 125 Limerick 4.3 ESE FV YMCA - Spring Valley 19 West Linfield-Trappe Rd. Limerick 29 Limerick 2.4 ESE Kiddie Academy Royersford 525 North Lewis Rd. Royersford 175 Limerick 4.5 E Kinder Works 36 West Ridge Pike Limerick 190 Limerick 2.4 ESE The Malvern School - Royersford 538 North Lewis Rd. Royersford 141 Lower Pottsgrove 1.8 N Coventry Christian Pre-School 699 N Pleasantview Rd. Pottstown 150 Lower Pottsgrove 2.0 WNW Kindercare 3056 1550 Industrial Hwy Pottstown 160 Lower Pottsgrove 1.6 NW The Goddard School - Sanatoga 2074 High St. Sanatoga 119 Lower Pottsgrove 1.7 NNW The Learning Experience 1000 Heritage Dr. Pottstown 158 Lower Pottsgrove 1.4 N Wee Care Child Development Center 2573 E High St. Pottstown 81 Lower Providence 8.8 ESE Chesterbrook Academy - Collegeville 3822 Germantown Pike Collegeville 169 Lower Providence 10.4 SE Chesterbrook Academy - Norristown 1001 Surrey Ln. Norristown 150 Lower Providence 8.9 ESE Creative Beginnings Preschool 3768 Germantown Pike Collegeville 40 2460 Boulevard Of The Lower Providence 10.8 SE FV YMCA - Audubon Elementary Generals Norristown 65 Lower Providence 11.5 ESE FV YMCA - Woodland Elementary 2700 Woodland Ave Norristown 127 Lower Providence 10.7 ESE Phoenixville Area YMCA - Eagleville Elementary 125 Summit Ave. Norristown 158 Lower Providence 8.4 ESE Phoenixville Area YMCA-Arrowhead Elementary 232 Level Rd. Collegeville 110 Lower Providence 8.7 ESE Play and Learn - Collegeville 35 Evansburg Rd. Collegeville 102 Lower Providence 11.8 ESE Short Stuff & Co 225 S Trooper Rd. Norristown 132 Lower Providence 11.3 SE Valley Forge Children's Academy 1010 Adams Ave. Audubon 96 Lower Providence 11.4 SE Victory Early Learning Academy 2650 Audubon Rd. Audubon 97 Marlborough 10.1 NE Play and Learn - Green Lane 3000 Main St. Green Lane 189 New Hanover 5.9 N Hendricks Family Growing Dreams 3065 N Charlotte St. Gilbertsville 278 New Hanover 4.9 N New Hanover Child Care 2797 North Charlotte St. Gilbertsville 58 Perkiomen 6.8 E Flanagan's Pre-School 2 Iron Bridge Dr. Collegeville 150 Perkiomen 6.6 E FV YMCA - Perkiomen Valley Middle School 98 Kagey Rd. Collegeville 144 Perkiomen 5.9 E Kiddie Academy Collegeville 301 Wartman Rd. Collegeville 186 Limerick Generating Station E-9 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Perkiomen 6.2 ENE The Goddard School - Schwenksville 300 Seitz Rd. Schwenksville 115 Pottstown 4.0 WNW Dotlen Academy 59 W 8th St. Pottstown 145 Pottstown 3.1 NW FV YMCA - Pottstown Day Care 724 N Adams St. Pottstown 229 Pottstown 3.6 WNW Little Mary Daycare 238 E High St. Pottstown 58 Pottstown 3.7 WNW Montgomery Early Learning Center 150 N Hanover St. Pottstown 24 Pottstown 3.4 WNW Sunny Dayz Child Care 333 E High St. Pottstown 50 Pottstown 3.0 WNW YWCA Hill School Preschool 717 E High St. Pottstown 11 Pottstown 3.5 WNW YWCA Ready Set Grow 315 King St. Pottstown 97 Pottstown 3.8 WNW YWCA Tricounty Daycare 71 E High St. Pottstown 12 Royersford 3.9 SE FV YMCA - Royersford Elementary School 450 Spring St. Royersford 123 Royersford 3.7 SE Kids Kare Korner III 380 Church St. Royersford 144 Royersford 3.7 SE Spring Valley YMCA Child Care Facility 6th & Main St. Royersford 81 Royersford 3.6 ESE The Goddard School - Royersford 197 Royersford Rd. Royersford 160 Schwenksville 6.8 ENE Jerusalem Lutheran Day Care Center 311 2nd St. Schwenksville 43 Schwenksville 6.8 ENE North Penn YMCA - Schwenksville Elementary 55 2nd St. Schwenksville 234 Skippack 9.5 E The Goddard School - Skippack 1246 Bridge Rd. Skippack 117 Skippack 9.0 E Tykes and Tots Day Care 1015 Bridge Rd. Collegeville 86 Trappe 5.6 ESE Twin Acres Country Day School 105 Cherry Ave. Collegeville 68 Upper Pottsgrove 4.8 NW Creative Minds Montessori 1374 Commerce Dr. Pottstown 104 Upper Providence 7.9 SE Chesterbrook Academy - Phoenixville 711 Hollow Rd. Phoenixville 150 Upper Providence 5.4 ESE Children of America Trappe 1600 Ridge Pike Collegeville 156 Upper Providence 7.8 ESE Kindercare 3060 100 Campus Dr. Collegeville 135 Upper Providence 9.2 SE Oaks Early Learning 1173 Egypt Rd. Oaks 74 Upper Providence 9.7 SE Phoenixville Area YMCA-Oaks Elementary School 325 N Oaks School Dr. Oaks 79 Upper Providence 6.0 SE Play and Learn - Royersford 1600 Black Rock Rd. Royersford 67 Upper Providence 5.7 SE Providence Christian Preschool 1560 Yeager Rd. Royersford 61 Upper Providence 9.3 SE SEI Family Center One Freedom Valley Dr. Oaks 193 Limerick Generating Station E-10 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Upper Providence 7.5 ESE The Malvern School - Collegeville 1844 S Collegeville Rd. I Collegeville 136 Upper Providence 8.5 SE The Malvern School of Oaks 1023 Egypt Rd. Phoenixville 136 Upper Salford 9.8 NE North Penn YMCA - Salford Hills Elementary 2720 Barndt Rd. Harleysville 107 Wpet Pnttprnve 53 WNW Little Footnrints 127 E Howard St. Pottstown 91 Limerick Generating Station E-11 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Table E-3. Medical Facilities within the EPZ Amity 7.6 WNW Hearthstone at Amity 139 Old Swede Rd. Douglassville 100 90 8 2 70 41 25 1180 Benjamin Amity 8.0 WNW Keystone Villa Franklin Hwy Douglassville 114 100 11 3 45 N/A N/A Boyertown 8.1 NNW Chestnut Knoll 120 W 5th St. Boyertown 100 90 8 2 40 N/A N/A Colonial Manor Adult Union 8.3 WNW Home 2308 E Main St. Douglassville 24 20 3 1 8 N/A N/A East Coventry 1.9 W Manatawny Manor 30 Old Schuylkill Rd. Pottstown 120 40 64 16 30 N/A N/A Southeastern Pennsylvania Veterans East Vincent 2.7 SSE Center 1 Veterans Dr. Spring City 185 165 16 4 104 61 38 South Coventry Manor Nursing 3031 Chestnut Hill Coventry 6.4 WSW Home Rd. Pottstown 41 33 6 2 12 N/A N/A 1191 Rapps Dam East Pikeland 6.6 SSE Atria Woodbridge Place Rd. Phoenixville 120 110 8 2 30 N/A N/A Genesis Health Care at East Pikeland 6.9 S Spring Mill 3000 Balfour Circle Phoenixville 22 20 2 0 14 N/A N/A Phoenixville Hospital of Phoenixville 8.0 SSE the UPENN Health System 140 Nutt Rd. Phoenixville 127 67 48 12 100 59 48 Golden LivingCenters -

Phoenixville 8.1 SSE Phoenixville 833 S Main St. Phoenixville 130 125 4 1 75 44 25 Phoenixville Convalescent Phoenixville 8.1 SSE Manor 833 S Main St. Phoenixville 68 18 40 10 25 N/A N/A Limerick Generating Station E-12 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

LUWer Pottsgrove 1.0 NNE Park Lane Commons 227 Evergreen Rd. I Pottstown 85 75 8 2 50 30 19 Lower Pottsgrove 1.0 NNE Sanatoga Center 225 Evergreen Rd. Pottstown 119 95 19 5 24 N/A N/A Pottstown Memorial Pottstown 1.8 NW Medical Center 1600 E High St. Pottstown 295 115 144 36 480 280 194 Pottstown 3.5 NW HCR ManorCare 724 N Charlotte St. Pottstown 206 103 82 21 52 31 31 Upper Parkhouse, Providence Providence 5.9 SE Pointe 1600 Black Rock Rd. Royersford 451 400 41 10 150 110 110 Upper Frederick Mennonite Frederick 6.3 NNE Community 2849 Big Rd. Frederick 126 96 24 6 32 N/A N/A Lower Providence 10.4 ESE Eagleville Hospital 100 Eagleville R. Eagleville 272 222 40 10 100 59 45 Lower Shannondell at Valley 6000 Shannondell Drrnflrl-rnr Pnrao RIll, Note: N/A - Only Medical Facilities with a Max Shift of 50 or more employees have been included with the Major Employer totals shown in Table E-4.

Limerick Generating Station E-13 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Table E-4. Major Employers within the EPZ Amity 7.9 WNW Cosmetic Essence Inc. 447 Old Swede Rd. Douglassville 95 56 56 Amity 8.0 WNW Healthworks Inc. 515 Old Swede Rd. # C1 Douglassville 50 30 30 Amity 8.8 WNW Stv Group Inc. 205 W Welsh Dr. Douglassville 200 117 117 Boyertown 8.3 NNW Boyertown Foundry 201 W Spring St. Boyertown 50 30 30 Boyertown 7.7 NNW Campbell Fittings Inc. 301 S Washington St. Boyertown 50 30 30 Boyertown 7.6 NNW Gateway Ticketing Systems 315 E 2nd St. Boyertown 80 47 47 Boyertown 8.0 NNW National Penn Bancshares Inc. Philadelphia & Reading Ave. Boyertown 325 190 190 Boyertown 7.9 NNW Unicast Co. 241 N Washington St. Boyertown 80 47 47 Colebrookdale 8.0 NNW Drug Plastics & Glass Co. Inc. 1 Bottle Dr. Boyertown 200 117 117 Colebrookdale 9.6 NNW Martin Stone Quarries Inc. 1355 N Reading Ave. Bechtelsville 50 30 30 School Staff See Table E-1 398 398 398 Medical Facility Staff See Table E-3 163 41 25 Charlestown 10.5 SSE Devault Foods One Devault Ln. Devault 125 73 73 Charlestown 10.3 SSE Independence Construction Material 4040 State Rd. Devault 90 53 53 East Coventry 1.4 5 Dairy Express 2492 Schuylkill Rd. Parker Ford 50 30 30 East Coventry 1.7 5 Mac Kissic Inc. 1189 Old Schuylkill Rd. Parker Ford 55 33 33 East Pikeland 6.6 SSE Atria Woodbridge Place 1191 Rapps Dam Rd. Phoenixville 60 35 35 East Pikeland 6.5 5 Cmc Engineering 2215 Kimberton Rd. Kimberton 90 53 53 East Pikeland 6.7 5 Henry Co. 336 Cold Stream Rd. Kimberton 300 175 175 East Vincent 3.4 SSE Creative Health Svc 1 Mennonite Church Rd. Spring City 50 30 30 East Vincent 3.7 SSE Davlyn Manufacturing Co. Inc. 85 Mennonite Church Rd. Spring City 85 50 50 East Vincent 2.5 SSE Military Affairs Dept 1 Veterans Dr. Spring City 20 12 12 Phoenixville 7.3 SSE Danco Precision Inc. 601 Wheatland St. Phoenixville 50 30 30 Phoenixville 7.3 SSE Phoenix 225 Bridge St. Phoenixville 57 34 34 Schuylkill 7.0 SSE Bilcare Inc. 300 Kimberton Rd. Phoenixville 75 44 44 Schuylkill 7.6 SSE Daniel J Deitweiler 400 E Pothouse Rd. Phoenixville 250 146 146 Schuylkill 9.7 SSE YMCA White Horse Rd. Phoenixville 100 59 59 Limerick Generating Station E-14 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

South Coventry 6.3 SW French Creek Veterinary Hospital 1424 Ridge Rd. Pottstown 50 30 30 Spring City 3.6 SE A C Miller Concrete Products 31 E Bridge St. Spring City 100 59 59 Spring City 3.6 SE Hydromotion Inc. 85 E Bridge St. Spring City 50 30 30 Spring City 3.9 SE Spring City Electrical Hall & Main St. Spring City 100 59 59 School Staff See Table E-1 1,615 753 753 Medical Facility Staff See Table E-3 390 164 1ll Limerick - NE Limerick Generating Station 3146 Sanatoga Rd. Pottstown 791 462 462 Collegeville 7.2 ESE Eye Design 220 W 5th Ave. Collegeville 50 30 30 Collegeville 7.6 ESE Rees Industrial Inc. 35 W 3rd Ave. Collegeville 85 50 50 Douglass (Montgomery) 7.5 NNW A W Mercer Inc. 104 Industrial Dr. Boyertown 105 62 62 Douglass (Montgomery) 7.7 NNW Global Advanced Metals 1223 County Line Rd. Boyertown 130 76 76 Douglass (Montgomery) 6.4 NNW Judson A Smith Co. 857-863 Swinehart Rd. Boyertown 130 76 76 Douglass (Montgomery) 7.5 NNW Penflex 105 Industrial Dr. # B Gilbertsville 60 35 35 Green Lane 9.8 NE Cook Specialty Co. N 2nd St. Green Lane 81 48 48 Green Lane 9.8 NE Freedom Lift Corp N 2nd St. Green Lane 60 35 35 Limerick 1.6 E Iron Mountain 1101 Enterprise Dr. Royersford 300 175 175 Limerick 1.4 ENE Kemcorp 65 Lightcap Rd. Pottstown 80 47 47 Limerick 2.0 ENE Micro-coax Inc. 206 Jones Blvd. Pottstown 160 94 94 Limerick 1.6 ENE Philadelphia National Candy 205 Windsor Rd. Pottstown 50 30 30 Limerick 2.8 E Sermatech International Inc. 159 S Limerick Rd. Limerick 105 62 62 Limerick 2.8 E Teleflex Inc. 155 S Limerick Rd. Limerick 60 35 35 Limerick 2.4 E Teleflex Marine 640 N Lewis Rd. Limerick 95 56 56 Limerick 2.0 ESE Val Spec 103 Enterprise Dr. Royersford 120 70 70 Limerick 2.1 ENE Watson Mc Daniel Co. 428 Jones Blvd Pottstown 50 30 30 Limerick 1.7 ESE Wendt USA Dunnington Div 546 Enterprise Dr Royersford 85 50 50 Lower Pottsgrove 1.4 NW Bassett Industries Inc. 2119 Sanatoga Station Rd. Pottstown 50 30 30 Lower Pottsgrove 1.7 NW Diamond Credit Union 1600 Medical Dr. Pottstown 90 53 53 Lower Pottsgrove 1.7 WNW E Plus Technology Inc. 1566 Medical Dr. # 110 Pottstown 60 35 35 Lower Pottsgrove 1.4 N Traffic Planning & Design Inc. 2500 E High St. # 650 Pottstown 100 59 59 Lower Providence 10.8 ESE Family Services Counseling Center 3125 Ridge Pike Eagleville 70 41 41 Limerick Generating Station E-15 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Lower Providence 10.4 ESE Montgomery County Communications 50 Eagleville Rd. Eagleville 100 59 59 Lower Providence 9.9 ESE Montgomery County Correctional Facility 560 Eagleville Rd. Eagleville 50 30 30 Lower Providence 10.4 ESE Streamlight Inc. 30 Eagleville Rd. Eagleville 180 105 105 Lower Providence 8.3 ESE Superior Tube Co Inc. 3900 Germantown Pike Collegeville 300 175 175 New Hanover 5.4 N Kulp Car Rentals 1828 Swamp Pike Gilbertsville 65 38 38 Perkiomen 7.0 E Allied Wire & Cable 101 Kestrel Dr. Collegeville 50 30 30 Pottstown 4.7 WNW A & L Handles Inc. 244 Shoemaker Rd. Pottstown 90 53 53 Pottstown 4.6 WNW Bestweld Inc. 40 Robinson St. Pottstown 50 30 30 Pottstown 3.4 WNW Creative Health Svc Inc. 361 E High St. # 205 Pottstown so 30 30 Pottstown 2.6 WNW Dana Drive Shaft Products 125 S Keim St. Pottstown 175 103 103 Pottstown 4.8 WNW Eastwood Co. 263 Shoemaker Rd. Pottstown 60 35 35 Pottstown 4.7 WNW Harris Corp 243 Shoemaker Rd. Pottstown 167 98 98 Pottstown 2.8 WNW J L Machine & Tool Inc. 815 South St. Pottstown 75 44 44 Pottstown 2.7 WNW Mayer Pollock Steel Corporation South Keim St. & Industrial Hwy Pottstown 50 30 30 Pottstown 3.7 WNW Mercury 24 N Hanover St. Pottstown 116 68 68 Pottstown 5.1 WNW Merit Manufacturing Corp 319 Circle Of Progress Dr. Pottstown 60 35 35 Pottstown 3.5 WNW Mrs. Smith's Foil 255 South St. Pottstown 50 30 30 Pottstown 2.9 WNW Neapco LLC 740 Queen St. Pottstown 350 205 205 Pottstown 3.7 WNW Pottstown Boro City Hall 100 E High St. Pottstown 200 117 117 Pottstown 3.1 WNW Pottstown Plating Works Inc. 254 S Washington St. Pottstown 60 35 35 Pottstown 2.8 WNW Precision Polymer Products 815 South St. Pottstown 90 53 53 Pottstown 2.6 WNW Superior Precast Inc. Keim St. # la Pottstown 50 30 30 Pottstown 3.7 WNW Susquehanna Bank 159 E High St. Pottstown 64 38 38 Pottstown 4.7 WNW Us Axle Inc. 275 Shoemaker Rd. Pottstown 90 53 53 Pottstown 3.1 NW YMCA 724 N Adams St. Pottstown 75 44 44 Royersford 3.9 SE American Machine & Tool Co. Inc. 400 Spring St. Royersford 60 35 35 Royersford 4.2 SE Pennsylvania Insert 490 First Ave. Royersford 50 30 30 Skippack 9.3 E Chowns Fabrication & Rigging 2053 Cressman Rd. Skippack 75 44 44 1 See Section 3.4 for additional information regarding employment at the correctional facilities within the EPZ.

Limerick Generating Station E-16 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Skippack 9.3 E Haines & Kibblehouse Inc. 2052 Lucon Rd. Schwenksville 334 195 195 Skippack 9.4 E Mar Cor Purification Inc. 4450 Township Line Rd. Skippack 50 30 30 Skippack 8.2 E State Correctional Institute at Graterford' 246 Schwenksville Rd. Graterford 100 59 59 Trappe 5.7 ESE Accellent 200 W 7th Ave. Collegeville 275 161 161 Upper Providence 9.3 SE Annin & Co. 119 Montgomery Ave. Oaks 110 65 65 Upper Providence 9.6 SE Comcast Eastern Division 200 Cresson Blvd. Oaks 125 73 73 Upper Providence 8.9 SE Document Solutions Group 136 Green Tree Rd. # 130 Phoenixville 80 47 47 Upper Providence 7.6 SE Glaxosmithkline Pharmaceutical 1250 S Collegeville Rd. Collegeville 1,600 933 933 Upper Providence 9.4 SE Global Packaging Inc. 209 Brower Ave. Oaks 120 70 70 Upper Providence 8.5 SE Graphic Packaging International 1035 Longford Rd. Phoenixville 200 117 117 Upper Providence 8.1 SE Innovative Print 500 Schell Ln. Phoenixville 50 30 30 Upper Providence 8.9 SE J J Haines & Co. Inc. 125 Green Tree Rd. # 4 Phoenixville 350 205 205 Upper Providence 9.7 SE Lagasse Sweet 1122 Longford Rd. Oaks 50 30 30 Upper Providence 7.5 SE Maillie Falconiero & Co. 140 Whitaker Ave. Mont Clare 65 38 38 Upper Providence 7.2 ESE Main Line Health Ctr Upper 599 Arcola Rd. Collegeville 50 30 30 Upper Providence 9.7 SE Psc Info Group 105 Montgomery Ave. Oaks 150 88 88 Upper Providence 7.2 SE Quest Diagnostics 1201 S Collegeville Rd. Collegeville 750 438 438 Upper Providence 9.4 SE Sei Investments Co. 1 Freedom Valley Dr Oaks 700 409 409 Upper Providence 9.9 SE Total Containment Inc. 422 Business Ctr Oaks 200 59 59 Upper Providence 7.6 ESE Wyeth Pharmaceuticals 500 Arcola Rd. Collegeville 2,800 1,633 1,633 West Pottsgrove 5.0 WNW Superior Metal Products Co. 116 Berks St. Pottstown 60 35 35 West Pottsgrove 5.4 WNW Universal Concrete Products 400 Old Reading Pike # A100 Pottstown 85 50 50 West Pottsgrove 5.7 WNW Universal Machine Co. 645 Old Reading Pike Pottstown 75 44 44 School Staff See Table E-1 3,930 1,986 1,986 Note: Schools and Medical Facility employee numbers retlect only those tacilities with 50 or more employees.

Limerick Generating Station E-17 KLD Engineering, P.C.

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Table E-5. Recreational Areas within the EPZ

- - I ....... I .... I .- I . . ..

I North Coventry 1 4.1 I W I Coventry Mall I 351 West Schuylkill Rd. I North Coventry 1 3,UUU 1 ,SL'UU I Schuylkill 7.6 SSE Phoenixville YMCA Program Center 400 E. Pothouse Rd. Phoenixville 540 203 Warwick 8.3 SW Warwick County Park 191 County Park Rd. Pottstown 270 101 Warwick 9.4 WSW Warwick Woods Camp Resort 401 Trythall Rd. Warwick 660 220 Limerick 1.0 NE Philadelphia Premium Outlets 18 Lightcap Rd. Pottstown 2,250 1,125 Lower Pottsgrove 1.4 N Beulah Land Park 2675 E High St. Pottstown 112 42 Lower Providence 10.5 ESE Ridge Pike at Township Line 9 W Ridge Pike Royersford 750 375 New Hanover 6.6 N Hickory Park Campground 2140 Big Rd. Gilbertsville 108 54 Skippack 7.2 ENE Central Perkiomen Valley Park 1 Plank Rd. Schwenksville 68 26 Skippack 9.9 E Evansburg State Park 851 Mayhall Rd. Collegeville 361 180 Upper Frederick 9.1 NNE Green Lane Park 2144 Snyder Rd. Green Lane 1,547 581 Upper Providence 9.8 SE Greater Philadelphia Expo Center 100 Station Ave. Oaks 1,800 900 Upper Providence 9.8 SE Lower Perkiomen Valley Park 101 New Mill Rd. Norristown 370 139 IlnnPrPrnvidPnrp n C IlInnpr qrhihvlkilII VIIpv Park lRlick Rock Rd 16O} Rnversford 316 119 Limerick Generating Station E-18 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Table E-6. Lodging Facilities within the EPZ I :: ,prinR karoen ur. I New berlinville I I4 1 i* II i-olerookaale ID...I, I tf.

0 ~ NnW AM~T Iuaget

.. d mostlpoiisiown 4

n I - II tast riKeiar i -1ýý I z! : Ir Limerick 1.2 E Fellowship Farm 2488 Sanatoga Rd. Pottstown 100 65 Limerick 2.0 ESE Holiday Inn Express 15 Keystone Dr. Limerick 128 71 Limerick 3.2 ESE Staybridge Suites 88 Anchor Parkway Royersford 189 105 Lower Pottsgrove 2.0 WNW Days Inn 1600 Industrial Hwy Pottstown 214 119 Lower Providence 11.7 ESE Homewood Suites 681 Shannondell Blvd Audubon 221 123 Pottstown 3.9 WNW America's Best Value 29 High St. Pottstown 106 59 Pottstown 4 WNW Quality Inn 61 West King St. Pottstown 176 98 Pottstown 4.4 WNW Comfort Inn & Suites 99 Robinson St. Pottstown 214 119 Pottstown 4.5 WNW Motel 6 78 Robinson St. Pottstown 85 47 Skippack 9.8 E Hotel Fiesole Skippack Village, Rte 73 Skippack 29 16 Upper Providence 7.5 SE Marriott Courtyard 600 Campus Dr. Collegeville 238 132 Limerick Generating Station E-19 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Table E-7. Correctional Facilities within the EPZ Lower I I I Providence 9.9 ESE Montgomery County Correctional Facility 60 Eagleville Rd. Eagleville 2,080 Skippack 8.2 E State Correctional Institute at Graterford 246 Schwenksville Rd. Graterford 3,957 Note: These facilities are mapped in Figure E-13 as they are also Major Employers Limerick Generating Station E-20 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-1. Berks County Schools within the EPZ Limerick Generating Station E-21 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Chester County Schools within the map Umerick Generating Station EPZ Facility Nne NoprNo.t Barkley Elementary School 1 North Center for Arts and Teohtoln ftkedng Campus 21 ChMestontmElementary School ,

CoRegenas Mtesante Academy 4 East Coventry Elementary School - 1$ -.

EastPgielenElementary Sctrool - 6 Fmiy School lgmbeulon-Wftldort School 10tl tnile srgern Center it MontgonmtrySchool 12 North Cov entry Elementary School 13 So tt 4 '

OwennJ.Robrerts HighSchool 14 coven"r OwanJ. Robertamiddle School 154 .A1 PtroerrvloleAresHighSchool 17 Phferdonwe Are. WidleSchool 17 8 Pickering ValleyElementary School 19-Vncn Ranardeance Academy I SchulillS ElernentarScoroot2 Spfnng CrtyElementary School 21 . t St SenR theGreatSchroolt2 Upatrina. OpenCommunaity Scotolt 23 ValleyForgeChristionCo"e24 24 WentVincent ElementeySchool 2<

Yvest-hhontOtihonsAcde26

2 2,,lMIo~ng Urcrln44'1- 20 N yN - _________

Figure E-2. Chester County Schools within the EPZ Limerick Generating Station E-22 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-3. Montgomery County Schools within the EPZ (Map 1 of 2)

Limerick Generating Station E-23 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

MYMap cw.ýroomwe' < Montgomery County Schools within the Limerick Generating Station EPZ

-3 (Morttorn-rvi`ý"

N a7 0

Upper Z W Upper "Douglan -

5-(Bft)

Upper .- or H_ pattagove Fredýick W.4t, 1`33 Facility Wannie VAp No.

19 Boyedowrl Arse JurAorHigh School Eut 5 f

8W 3 Coverary Christian Schools

% Edgewood Elornerdary School Elizabeth S. Sorth Elemontory School 12 5

'46 32, FmnW Elemertary School Modeville Elementary School 16 Urwdn Elemoriuuy School 18

.t a Lower Pothigrovo Elementary School W

1. n Now Harmyor-Upper Froilerick Sonnentary School 20 00" 23 Paftlornw Valley Academy F;r Wnen Vafty ýMXWWSchool -West 26 PoUngrovo High School 29 c.pydoft am B-" Dom "E Pottegrove lulddle School 30 me\ -Pottelow High School 31 FWtatom WKM School 32 Legend RwQM Rocks Elemefflary 33 Rupert Elemerdary School 35 LGS SolfoM Hft Elementary 37 East St. Aby slue School St. Potees Uithew Church - School so The HIP School 51 Sub-area Wayide Christian School 55

East 2, 5, 10 Mile Rings West Pottogrovo Eloonentafy School so ndcmft School !j Figure E-4. Montgomery County Schools within the EPZ (Map 2 of 2)

Limerick Generating Station E-24 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-5. Berks County Preschools and Daycares within the EPZ Limerick Generating Station E-25 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Chester County Preschools and Daycares within the Umerick Generating Station EPZ I -

IA~rt t E al ity NeameNCenter Ctdre' House o Norther Chester CO ty 2 -.........

EIstConeotr E~lemnt aryo000 5 snt rrrn.

OGr oue DLy Car Cernter Eaerlby 114 ', im*t Wal Chde -N hC t r2" '

iedercarCight Baright Leaoner Eaily Cam uato Carly Learning 9 out Ne 1405 Cernter Cavrde C7nter yI~r tr2 8-"

21 SWoHuth e""n' ... ./

UTulh &Luel DayCare1 "_//. ..... ***( * *: -"'

ePe Asehmoly/Day Care Cam 4 44 Va.ey 5,eder Ho1e0 2oge MildeeeoRing s heo..."t.

Tah&Legend Day Sotroel Ul Anel Day C0aMie Rigs0 12 Figure E-6. Chester County Preschools and Daycares within the EPZ Limerick Generating Station E-26 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

. * . L~~r.* ,:k \ within the Limerick Generating Station EPZ s-- ,"...;.*rfotI Upp-e *s Montgomery County Preschools and Daycares

• * * ,. ¢. / * ' Chastrb, ok Academy - Colegeville4

• Chea K bddAcademy ok Roy- ersford 29 Cildrn oAer ica Th060 33

- Pkrro7Centv.o BeinigAreaYC- kschola ntr Scoo 24 ProFidena e Chs Pw tn School IS 64 / "YMC" FV FV YMCA

~Smk

- Audbo eElemmiy ntr leetrySho

!7

"'".*_* .;. . Fp gV ale YMCA-Evas lemenary Sachlt 519

• . . " 6  :-Ski* "- . pp--"k- FV YMC i - L/*e merick ElRoementry Scoo60 Legend* ~ ~ 2 .-..- . :I.** ,.. J"i,, E"'& "V .. " *" ' TIhYMC Lel1.erkimn P,* of e

,r~ OSSchot Valol 1 261 FVYC Vl29e ~~msfr Royre Acaemeny Scoo 2 Fg re -p7. rsc o l a dD yc r wihnt Jerusralnt e mLuthera nDa Cam Cete)

Limric E-2e Acnaratin Station KL2nineigPC FvaKktit t Academ Roym 29 Rev.r

sfyqw, Montgomery County Preschools and Daycares

-'* ,J ,within the Umerick Generating Station EPZ ft

• Faciilty Nan N1o.

Map Abu. uppr Coenry Chrlltian Pra-School 11 14 I . pottwoy. CtI&b No*onteori 14 Is1 OptonoAcderny W..",

• ilm~i O~ulaU "*. * *++ I ,- +I / 1/4r.0 AFV YMCA- Pot.ato" littlek MaryDay care Day Cam 22 32 30 DougIa ss Montgomery Early Learning Center

~P.

~ -. '-.Sunn Oayz CtIldCame__ 52 TheGoddarcl Scotrol- 5.0.1ga 6__55 Q TheLeamm%0 Experience se

( , W** Cam Child Day Center 87 A/rj Y-WCAHIIlSchool Pechool 69 360 YWC ReadySe Gro

.+.

~ 2, , 10 M ile Ring 05 Y Noteote se~otr is r~~,,. a. aw~.

Daycare 71 Preschool / Daycare "

oSub-area.A Figure E-8. Montgomery County Preschools and Daycares within the EPZ (Map 2 of 3)

Limerick Generating Station E-28 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-9. Montgomery County Preschools and Daycares within the EPZ (Map 3 of 3)

Limerick Generating Station E-29 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-1O. Medical Facilities within the EPZ Limerick Generating Station E-30 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-11. Berks County Major Employers within the EPZ Limerick Generating Station E-31 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-12. Chester County Major Employers within the EPZ Limerick Generating Station E-32 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Montgomery County Major Employers within the'*pl 73 Limerick Generating- Station EPZ e

,PP;i-

\

\ :q*I7:

-** r " '.......

• 9 SkI -. z 37

' . Q 9

'i Jitftet Hmo MapNo Employe "sq'"' :W""Tl~~

~ ~

~ ~ ~ ~ ~ ~ ~ ~ ~

A*In

-- 'CP~kW-~ a<

Too,.. ' Coic UWHk

-... d Fakhirr 7hr p-3/, 37-:"""2/

3 I* Rbln~~lln & igO*,43

- i:.*,/" "a-ty ,..w O:

_a tr &*.rs -45 *,:-/ *.o*za Mxt m Om* Fat P-y-isb.& 4

,j Figure E-13. Montgomery County Major Employers within the EPZ (Map 1 of 3)

Limerick Generating Station E-33 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Montgomery County Major Emp~loyers ,rl Facility Ham. fp No1 cMto A&LuWIdustrInc. ___

within the Limerick Generating Station EPZ .... ,6 a .j . / Creative Health SvcInc. 12 Rrd " Dom Drive Shaft Products 13 Diamond Credit Unio 14 EPltusTechnology H__. IS Ea"stwo* *C*. 1.

Harris Cor 26 DoPgin tJL & 30 Doga;Mayer Pollockr StealCorporation 40 Mercury41 8 ManueiorMa ctur dufaCorp 42 West eapc LLC47 posp-Pottstowen BornCity Hagl 51 PrecsionPolymairProdcts53 Wý63 167 7 Mrs',Siit',Fl4

• Spro ,... ..

2,rr5 , 1 R i f.g I"N Precas

.... ..

• y mfi

• D esi n' .

,..7/a*

a/" Cm-t Prdut 60, Figure E-14. Montgomery County Major Employers within the EPZ (Map 2 of 3)

Limerick Generating Station E-34 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-15. Montgomery County Major Employers within the EPZ (Map 3 of 3)

Limerick Generating Station E-35 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-16. Recreational Areas within the EPZ Limerick Generating Station E-36 KLD Engineering, P.C.

Evacuation Time Estimate Rev. 0

Figure E-17. Lodging Facilities within the EPZ KLD Engineering, P.C.

Limerick Generating Station E-37 KLD Engineering, P.C.

Rev. 0 Evacuation Time Estimate