ML17277A424

Rev 1 to, Hanford Site Evacuation Time Assessment Study.

ML17277A424
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Site:	Columbia
Issue date:	09/30/1982
From:	Mogle R WASHINGTON PUBLIC POWER SUPPLY SYSTEM
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830ii8 830203035i 05000397 PDR ADQCK PDR F

HANFORD SITE EVACUATION TIME ASSESSMENT STUDy Prepared by Robert D. Mogle September 1982 Revision 1 Washington Public Power Supply System Richland, Washington 99352 8108078

TABLE OF CONTENTS

~Pa e I. Introduction A. Site Location and Emergency Planning Zone B. General Assumptions and Methodology I I. Demand Estimati on A. Permanent Residents B. Transient Population 13 C. Special Facility Population - Edwin Markham Elementary School 16 D. Emergency Pl arming Zone and Sub-Areas 17 III. Traffic Capacity 18 A. Evacuation Roadway Network 18 B. Assistance Centers 22 IV. Analysis of Evacuation Time 26 A. Time Estimates 26 B. Adverse Weather 27

.C. Alternate Assumptions 28 V. Supplementary Information 31 A. Evacuati on Conf irmati on Time 31 B. Recommendations 31 C. Review of Study by State and Local Officials 32 References 35 Revision 1 September 1982

LIST OF FIGURES, TABLES, AND ATTACHMENTS Figure 1 Ten-Nile Exposure Emergency Planning Zone Figure 2 Road Segment Map Figure 3 Evacuation Routes - Barricades - Assistance Centers Figure 4 Total Population in the Ten-Nile EPZ, Broken Down into Three Classifications Figure 5 'istribution of Transient Population Within the Ten-Mile EPZ Figure 6 Permanent Resident Passenger Vehicles Within the Ten-Mile Emergency Planning Zone Figure 7 Total Passenger Vehicles Within the Ten-Mile Emergency Planning Zone Figure 8 Percent Evacuated vs Time for Various Populations and Conditions ("S'Curves" for 10-Mile Emergency Planning Zone)

Tabl e I Inputs for CLEAR Computer Model Table 2 Permanent Population Distribution Table 3 Transient Population Distribution Table 4 Special Facility Population Distribution Tabl e 5 Maximum Population Distribution Table 6 Roadway Characteristics Table 7 Summary of Results of Evacuation Time Analysis CLEAR Computer Code Example Computer Runs

ACKNOWLEDGEMENTS The author expresses appreciation to these persons for their assistance:

Birch, Gerald L. Technical Illustrator Lane, Kirby A. Supervisor, Technical Systems Lee, Virginia M. Computer Program Analyst Miller, Mark L. Environmental Scientist Money, Sandra Word Processor Ottley, David B. Health Physicist

SECTION I - INTRODUCTION A. Site Location E Emergency Planning Zone (EPZ)

Washington Public Power Supply System leases 1089 acres of land north of Richland, Washington, on the Hanford Reservation. This land is under the control of the Department of Energy (DOE). The Supply System's portion is approximately 3 miles west of the Columbia River and 12 miles north of the populated area of Richland. Figure 1 shows the Ten-Mile Plume Exposure Emer-gency Planning Zone Map. This Ten-Mile Emergency Planning Zone (EPZ) is the study area for which evacuation time estimates have been made.

The DOE is recognized

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as being responsible for the coordination of a site-wide evacuation.

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~ The Supply System, as company landlord for its spe-cific area, is responsible for internal evacuation needs. This evacuation study readily interfaces and is compatible with the

~P15td.RP

.recommended changes ii due i dp i, i 9 DOE ihi Site-Wide Evacuation p

to current or future differences, should ensure ti f and enhance the compatibility of the two studies. Changes in this study that could impact the DOE study will be brought to that agency's attention.

B. General Assumptions and Methodology.

This assessment was made using CLEARS (Calculate Logical Evacuation And Response), a computer program developed by Battelle Pacific Northwest Revision 1 September 1982

C I

I I Laboratories under a contract sponsored by the U.S. Nuclear Regulatory Com-mission under a related services agreement with the U.S. Department of Energy, Contract DE-AC06-76RLO 1830 (See Attachment 1 for a copy of the code as modified to meet Supply System needs.)

This model required dividing the Ten-Mile EPZ road network into segments connecting at intersections (See Figure 2 and Table 6). These segments were grouped as zones into mathematical evacuation trees for data handling. The zones used were the sixteen 22-1/2o sectors around the center point located midway between Washington Nuclear Projects ¹1, ¹2, and ¹4 (WNP-1, -2, and -4).

This center point is 2800 feet east of WNP-2 and has coordinates of longitude 119o 19'18" west, latitude 46o 28'19" north. The south-southeast sector, which falls on both sides of the Columbia River, was divided into two zones for this analysis.

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~ The assessment considered four quadrants around the site;

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the Columbia River, forming ~

a natural boundary between Benton and Franklin Counties, was used for one division and the other division is almost perpen-dicular to the river.

Figure 3 illustrates the evacuation routes, traffic control points, and assistance centers for the Hanford Site (See Section III, Traffic Capacity, for discussion). These routes were used to develop eight evacuation trees.

The evacuation tree is a system for connecting road segments with at least one exit from the EPZ. Each road segment in the evacuation tree interacts only with other road segments in that tree, i.e., the model assumes that once a vehicle enters a road segment, it evacuates on that road segment's tree.

It is assumed that secondary evacuation routes from the Hanford area are not Revision 1 September 1982

utilized. The evacuation time estimate calculated for a single tree may or may

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not determine the evacuation time estimate for an entire quadrant. The

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evacuation time estimate for a particular quadrant is determined by analyzing all the trees within the quadrant and selecting the limiting factor or tree which took the longest to clear as the evacuation time for the entire quad-rant. In Franklin County, it is assumed that those personnel north of the plant would evacuate north toward Mesa/Connell and those in the opposite direction south towards Kennewick/Pasco. It is also assumed that the inner adjacent sectors would evacuate simultaneously with the outer sectors.

In the computer model the initial road vehicle population is assumed to be free of traffic and normally set at zero (see Section IV C for a discus-sion of starting with loaded roads). The population in a zone divided by the number of occupants per vehicle (1.5 persons per vehicle is

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~

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assumed for industrial workers

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and 3 persons

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per vehicle for all other categories;

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migrant and industrial workers carpool) determines the

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number

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of vehicles that will be evacuated from that zone. It is assumed that households will evacuate as a unit, using only one vehicle per family. These vehicles are then assigned to road segments in numbers proportional to the road segment length divided by the total road length for that zone. Edwin Markham Ele-mentary School is assumed to be part of the permanent and general population evacuation time estimates. It is assumed that the buses to be used for evacuation could be dispatched within the one-hour MAXDEP. An assumed vehicle population of 35 persons per bus was utilized for this school. Fol-lowing this, vehicles from factories and schools are handled in a similar Revision 1 September 1982

I fashion, using the data from the Independent Special Traffic Generators (ISTG) (For a description of these and other computer variables, see Table 1). Each vehicle is then assigned a loading position by using a random number generator. The vehicles are evenly spaced along the roadway but assigned random order in which to enter the traffic flow.

There are two algorithms that control the loading of the roads: MAXDEP and FRACT.

MAXDEP The maximum time of departure, controls when the last person begins to leave the area. In areas where the population is high, such as with the transient population at. the Hanford site, MAXDEP can be large and have no effect because it does not matter if the person waits to be notified to evacuate or waits in his car to evacuate. Either way, he cannot depart if

~ the road is full. In areas of low population =such as Franklin County, where the roads never become full, MAXDEP becomes the controlling factor.

The purpose of MAXDEP is to model the efficiency of the early warning system. Some people receive a delayed notification, others might have a delayed response due to preparation time such as a farmer readying his farm for an extended absence. In these low population areas the evacuation time is generally MAXDEP (one hour) plus time for this last individual to drive less than ten miles to the Ten-Mile EPZ boundary at NOMVEL, nominal velocity.

FRACT The loading function generates the loading scheme in four time segments as follows:

( FRACT) loaded in first 25 percent of MAXDEP.

(1-FRACT) loaded in second 25 percent of MAXDEP.

4 (1-FRACT) loaded in third 25 percent of MAXDEP.

2

( " " ) loaded in final 25 percent of MAXDEP.

4 At a FRACT of 0.10 and a MAXDEP of one hour, the following loading of vehicle population onto roadways will take place:

X Po ulation Loaded Time from Notification 10K 1st 15 minutes 22.5X 2nd 15 minutes 45K 3rd 15 minutes

22. 5'5 Final 15 minutes lOOX 1 hour

k'

, I

In areas of high population, FRACT will have little effect for the same

( reason as MAXDEP, people can wait in their cars or wait in their buildings; either way, if the road is saturated they cannot begin their evacuation. In areas of low population, FRACT will affect the loading which in turn will determine the evacuation "S-curve",as vehicles will be able to leave the zone very shortly after being loaded (See Figure 8 for example and Section IV A for discussion).

FRACT's purpose is the same as that of MAXDEP to model the efficiency of the early warning system and to model preparation time. At the Hanford site, for example, where everyone would be told to evacuate at approximately the same time, a high FRACT provides a realistic model. In Franklin County, where longer notification and preparation times are needed, a low FRACT (.10) provides a more realistic model. Since FRACT is a function of MAXDEP, these synergistic effects

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have to be kept in mind.

Once the vehicles have been loaded on the road segments, the algorithms that control movement are FLORAT, NOMVEL, V, and EVL. FLORAT, the input of vehicles per hour per traffic lane, only affects high-population density areas; in low density areas, all the vehicles can fit onto the road simultaneously.

Initially, the velocity of travel on the road segment is equal to the NOMVEL, nominal velocity. As loading increases to 80 percent of capacity, each vehicle must slow down to maintain a safe EVL (effective vehicle length). One vehicle length for every 10 mph of velocity was used as a safe

distance between vehicles for calculating EVL in normal weather. This dis-tance was increased for modeling evacuations during adverse weather condi-tions.

~

~ The base vehicle was considered to be 5.68 meters in length.

When the velocity decreases due to an increasing EVL, and becomes V, minimal velocity, stop and go traffic is simulated as this velocity is main-tained. Actual traffic coming from the Hanford area was observed to maintain higher-than-normal minimal velocities (30 mph) with decreased effective ve-hicle lengths (EVL), so a higher V value was used for that tree. A lower value was used in Franklin County (15 mph) but, due to the low population density, this had little effect on final time estimates.

The model has four queues that a vehicle may reside within. All ve-hicles are

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initially assigned

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to NRAN, the random queue. The loading queue, contains vehicles scheduled to leave during the of time.

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NLOD DELT NBAC, the back up queue, contains vehicles that cannot move because of a traffic slow down. The VMOTO queue contains vehicles that are actually moving on the road segment. When the NBAC, backup queue, is full for a specific DELT of time for the computer run, a message appears on the computer CRT screen stating that the road segment is full. This allows planners to follow the evacuation in a simulated real time mode and determine where problem inter-sections are located.

Intersections where the individual road segment (ZNRD) flows onto the next road segment (LINK) and picks up another road segment (NRSEC) are han-dled by a computer subroutine. To allocate space for the advancement of

vehicles from the ZNRD onto the LINK, relative vehicle densities of the two segments are compared. This difference will be proportional to the priority for advancement given one road segment over another.

At intersections a green light-red light is simulated by the computer model allowing traffic to merge; as backups occur, stop and go traffic is simulated. The NBAC or stacking queue is used to keep track of the amount of vehicles involved in this simulated traffic jam.

After the model has performed the initial road segment loading, vehicle population as a function or radial distance is printed out in one-mile incre-ments showing remaining and initial percentages of vehicles in that radii (see Attachment 2 for typical computer printouts). This is updated and re-printed each iteration (usually 10 minutes).

With every iteration the road segment vehicle population is also re-printed by zone showing queue loading. This queue loading, specifically the NBAC queue, is used to evaluate traffic flow upon which recommendations are made for evacuation mechanism improvements.

Other items, such as vehicle populations in the Two-, Five-, and Ten-Mile Zones, the percent of the initial population that has been evacuated, and the total numbers of vehicles within and outside the Ten-Mile EPZ are also updated and reprinted each iteration.

It is assumed that evacuation is complete when the model has concluded that no

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vehicles are left within

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the zone. ~ The time the last vehicle left

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the zone is printed the modeling is complete.

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and ~ This time includes two basic sub-times: preparation time and response time. Initial notification times, both Supply System-to-county and county-to-populace, through the early warning system (an assumed maximum of 30 minutes total, see IV A for discus-sion), were not included, but delayed notification and therefore delayed response times were included. Confirmation time estimates also were not calculated in the model but are estimated as a maximum of one hour (see V A for discussion). Therefore, the calculated time estimate starts at the time of the announcement over the EBS (Emergency Broadcast System) to begin evacu-ation until that evacuation is complete.

The evacuation analysis is based on the following additional assumptions:

o No significant changes in land use are expected in franklin County over the next several years.

o Little population increase is foreseen in Franklin County.

o No significant change in land use is expected on the Hanford Reservation. No foreseeable population will reside there.

o The uni ncorpor ated area near Horn Rapids Dam in the SSg sector is expected to be the primary growth area.

Revision I September 1982

o Evacuation is occurring during the workday for areas with high transient worker populations.

o Evacuation is occurring during the day on a weekend for areas with high numbers of transient r ecreationists.

o Evacuation is occuring when WNP-2 is staffed at fully operational levels and the Plant Support Facility is manned ( 3/84 values).

o Evacuation is occurring when WNP-1 is in a ramped-up construction phase

( 3/84 values).

o All persons have transportation available to them.

Revision 1 10 September 1982

SECTION II - DENND ESTINTION

' Figure 4 presents the compass sector population estimates for 1980; this

.same information is also presented in Tables 2 through 5. Estimates were made relative to the center of the triangle formed by the three reactors.

These figures were taken from the WNP-2 Environmental Report5 where refer-ences and basis are given. Contacts with the County Auditor's Office and the Post Office confirmed the accuracy of the population data.

A. Permanent Residents Permanent residents included all people residing in the ar ea, but ex-cluded occupants of institutions. The ten-mile radius around the site is shown in Figure 1.

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~ In 1980 an estimated 1306 people were living within the Ten-Nile

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EPZ.~ The nearest inhabitants occupy farms which are located east of the Columbia River and are thinly spread over five compass sectors. There are no permanent residents located within three miles of the, site. Only about 80 persons reside between the three-mile and the five-mile radii; these are all located east of the Columbia River.

Of the 1306 people residing in the Ten-Mile EPZ, about 996 live in Franklin County and about 310 in Benton County. None of the residents live in incorporated cities.

There are no significant changes in land use expected in Franklin County over the next several years and, as it is currently irrigated to about the 11

maximum amount practicable, little population increase is foreseen. No sig-nificant change in land use on the Hanford Reservation is expected, and no foreseeable population will reside there; however, the unincorporated area near the Horn Rapids Dam on the Yakima River in the SSW sector is expected to be the primary growth area within the Ten-Mile EPZ. Population growth within this area is projected to be about 6X per annum.

Public transportation, although not specifically identified as being needed, is available to the public in a portion of the 10-Mile EPZ. A par-tial survey (24 percent) of the permanent residents within the 10-Mile EPZ indicated that all of those surveyed had transportation available to them.

Transportation was via their own private vehicles, with neighbors providing an alternate means. The surv'ey was performed by the Benton County Department of Emergency Services and validated by the Benton Franklin Government Confer-In addition, the public information brochure provides telephone

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ence.s numbers for points of contact for those

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persons needing transportation assis-tance during an emergency. Also, the Benton and Franklin Counties Fixed Nuclear Facilit Emer enc Res onse Plan contains a procedure whereby, through a memorandum of understanding, the school administrations will pro-vide school buses for general and specific evacuation purposes. For purposes of this study, it is therefore assumed that all permanent residents of the 10-Mile EPZ have transportation available to them.

Revision 1 12 September 1982

B. Transient Population The transient population is divided into three main subgroups: 1) indus-trial employees, 2) migratory agricultural workers, and 3) recreationists.

Figure 5 illustrates this population location graphically.

Industrial employees in the Ten-Mile EPZ will total 12,305. These will all be located in Benton County and will form the main population to be evacuated, outnumbering the permanent residents by about 10:1.

About one-quarter of the industrial employees will work at WNP-1, WNP-2, and at the Plant Support Facility. The size of this work force (approxi-mately 3,000) varies considerably with time; as many as 12,000 workers were employeed

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in June 1981 prior to the slow

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down of construction at WNP-1 and

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the termination of WNP-4, but the figure is currently (9/82) down to nearly 5,000. When operational, staff employment at

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WNP-2 will be approxi-mately 225, with an additional 300 staff assigned to the Plant Support Facility. Typically, the night construction shift at the site has been about 20 percent of the total force; so even with 2,925 site employees, only about 2,400 (the 80 percent on day shift) would have to be evacuated at any one time. Therefore, it appears that the 2,925 planning figure is conservative.

Revision 1 13 September 1982

Industrial employment in the Ten-Mile EPZ includes:

I WNP82 (Projected 3/84 operational value) 225 WNP81 (Projected 3/84 construction value) 2400 Plant Support Facility (Projected 3/84 staffed value) 300 DOE, FFTF, Fast Flux Test Facility 1187 EXXON, Horn Rapids Road Facility 750 DOE 300 Area 2918 DOE 3000 Area, Pacific Northwest Laboratory 2016 DOE 1100 Area, Bus Lot, Stores 1040 Supply System, Downtown Complex 1021 Others in Port of Benton Industrial Complex 448 TOTAL 12,305 The majority of these employees work days but there are some shift workers. Therefore, the planning figure of 12,305 to be evacuated is conservative.

The construction of two nuclear projects by Northwest Energy Services Company, to be located approximately four miles east of WNP-2, will signifi-cantly change these figures. However, construction is a number of years away.

There are up to approximately 1,000 migratory farm workers in the Ten-Mile EPZ. The peak season for these workers is May and June; the next high-est employment season is during the fall harvest. These workers consist of Revision 1 14 September 1982

both permanent and temporary residents of the Tri-Cities area, some living within the Ten-Mile

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EPZ. The numbers shown on Figure 5 and Table 3 reflect their locations in Franklin County within the Ten-Mile not their

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work EPZ, residences. Care was taken to avoid double-counting where possible and cost-effective. The small amount of error generated by this double-counting was felt justifiable to alleviate the necessity of an expensive one-on-one poll of each individual to separate the differences. Most migrants who work in the Ten-Mile EPZ -live in Pasco. The number of migrants living in the EPZ is minimal based on observations from driving in the area. Several computer r uns were conducted, varying the populations to test the model. A deviation of this magnitude does not significantly change the evacuation times.

Recreationists, consisting of hunters, fishermen and boaters, enjoy activities mainly along the east bank of the Columbia River. The primary

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fishing season is from June through November; the main hunting season being

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October through January. ~ The heaviest use of the area by recreationists is on weekends and holidays in the early morning hours. On the average, 50 fishermen and 10 hunters are present in Franklin County during the week-days. This increases to about 100 fishermen and 50 hunters on weekends and holidays. Recreationists also use the Yakima River with an estimated maximum of 50 at any time in this area. During peak fishing or hunting times, up to 1050 recreationists may be located within the Ten-Mile EPZ.

The main concentration of recreationists consists of fishermen located just south of the Ringold Fish Hatchery spillway on the Franklin County side of the Columbia River. Hunting consists of both water fowl, hunted at the Revision 1 15 September 1982

Wahluke Hunting Area on the Franklin County side of the Columbia River, and upland game birds hunted inland on the farm land of Franklin County. To model this section of the transient population from a potential evacuation standpoint the 1050 maximum was used with 400 recreationists being assigned to the sector containing the Ringold Fish Hatchery and the Wahluke Hunting Area and the rest distributed inland. Of the total, 1000 are assigned to Franklin County and 50 to Benton County.

An automobile occupancy factor of 3, the same as residents, was used for these recreationists.

C. Special'acility Population There are no individuals within the Ten-Mile EPZ confined to institu-tions such as hospitals, nursing homes, or penal institutions. There are three schools, the Edwin Markham Elementary School, the Cypress Gardens School, and the Country Christian Center, with a total enrollment of approxi-mately 350 students. Although most of these students live within the Ten-Nile EPZ, the total amount was added to the population for this study. Care was taken to avoid double-counting where possible. This scientific study was not looking at precise numbers in terms of absolute accuracy and fixed values. Again, due to the fluxuations in the large transient industrial worker population, this small amount of error by double-counting should not exceed the anticipated variation of the entire study. PVSTG, the number of people per vehicle for this ISTG (Independent Special Traffic Generator), was determined by using a conservative figure of 35 students per bus.

Revision 1 September 1982 16

D. Emergency Planning Zone and Sub-Areas N

Sub-areas considered in this study were:

Radius Area 0-2 miles entire circumference 0-5 miles three 90o sectors 0-10 miles three 90o sectors 0-10 mil es entire EPZ The 2-mile radius was not subdivided because it contains no residential population and the only institution populations are transients all working on

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contiguous Supply System properties. ~ Only three of the four 5- and 10-mile the fourth, entirely on the Hanford

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90o sectors were examined because

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Reservation, contains

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no residential, transient or special population.

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These sectors are graphically shown on Figures 2 and 3. The Columbia River, as a natural border between Benton and Franklin Counties, was used to form the division between Sector II and Sector III. Franklin County was divided, approximately in half, as it was assumed that those north of the plant loca-tion would evacuate north toward He'sa/Connell and those in the opposite direction, south towards Pasco.

il When making estimates for outer sectors it was assumed that the inner adjacent sectors were being simultaneously evacuated.

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SECTION III - TRAFFIC CAPACITY

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Figure 3 illustrates

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the evacuation routes, barricades and assistance centers for the Hanford Site. These routes have been designated as primary, secondary and additional secondary, based on discussions with local traffic and emergency planning officials.6 These routes were identified as those over which the endangered population could be most expeditiously evacuated to the centers where they may be assisted.

In choosing the traffic flow direction for the computer model, as illus-trated in Figures 2 and 3 and Table 6, populations were evacuated toward the closest primary, secondary or additional secondary road in decreasing pri-ority that was headed north, south or east away from the plants. Permanent

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resident passenger vehicle numbers and total passenger vehicle numbers are shown in Figures

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6 and 7 respectively.

A. Evacuation Roadway Network quadrant I The primary evacuation route is Russell Road, east to old State Road.17, and north into Mesa. From Mesa, evacuees may continue by:

o Taking State Highway 17 north to Hendricks, then east on Hendricks Road to Connell.

Revision I 18 September 1982

o Taking U.S. Highway 395 northeast to Connell.

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o Taking U.S.

~ ~ Highway 395 south to Pasco.

The secondary evacuation route is Route 170 east through Basin City to Mesa.

Additional Secondary Evacuation Routes are:

Mountain Vista Road/Hollingsworth Road Basin Hill Road Klamath Road Ironwood Road quadrant II The primary evacuation route is Eltopia West Road to Glade North Road then south towards Pasco or east to Eltopia and Highway 395.

The secondary evacuation route is Taylor Flats Road south towards Pasco.

Additional Secondary Evacuation Routes are:

Ringold Road Elm Road Sagemoor Road Road 68 Revision 1 19 September 1982

quadrant III - Residential Traffic The primary evacuation route for the residents in this quadrant is Har-rington Road and Yakima River Drive or Grosscup Road to Van Giesen and then south and east into Kennewick via Bombing Range Road to Highway 12, to Leslie Road, To Keene Road, to Gage Road, to guinault, to Columbia Center Boulevard, to Canal Drive, and to Young,. on which is located Vista Elementary School, the assistance center.

The advantage of this route is that it provides direct movement from the Ten-Mile EPZ for residents and would avoid the traffic congestion created by transients. The disadvantage is that both Grosscup Road and Bombing Range Road contain extensive sections of gravel and are rather narrow. A number of

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residences in this

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ar ea are connected to major thoroughfares by short dirt roads. ~

The secondary evacuation route is Harrington Road and Yakima River Drive, or Grosscup Road to Van Giesen, then to Benton City via Highway 224 and east to Kennewick via Highway 12, continuing as before to Vista Ele-mentary School, the assistance center. The main advantage of this route is the same as for the primary evacuation route in that it avoids the transient traffic. In addition, this route provides for hard surface access into Kennewick. The disadvantage of this route is that it is much longer than the primary route.

Revision 1 20 September 1982

Additional Secondary Evacuation Routes are:

Highway 240 (either towards Benton City or Richland). This route s main disadvantage is that it initially leads deeper into the Ten-Mile EPZ.

Van Giesen (in towards Richland). This route s main disadvantage is that it leads directly into traffic congestion created by transients.

quadrant III - Transient Traffic Two primary evacuation routes exist for this area - George Washington Way and Stevens Drive.

The majority of transient traffic coming from the Hanford Reservation uses Stevens Drive to the Richland Bypass Highway 240, and to Highway 12 into Kennewick. The other route into Kennewick is George Washington Way to the Richland Bypass Highway 240, and to Highway 12. These same routes would be used during an evacuation. The major bottleneck of these routes occurs south of Richland where George Washington Way intersects the Richland Bypass High-way 240. This location is over 15 miles from the WNP-1 and WNP-2 sites.

One item discovered while performing the computer study was that direct-ing the DOE 3000 Area Battelle employees to use George Washington Way would free Stevens Drive for use by DOE 300 Area employees and result in a quicker 21

evacuation time. Although the 3000 Area employees are slightly closer to Stevens Drive, this route would require them to make a left turn crossing two lanes of traffic and merge into flow, whereas the George Washington route is a right turn merging into traffic. Probably as Stevens Drive fills, 300 Area employees would naturally go to George Washington Way because of the easier access.

Additional Secondary Evacuation Routes are:

Highway 240 (toward Benton City or Yakima). This route results in the evacuees remaining within the Ten-Mile EPZ for a considerable time.

Van Giesen (towards Benton City).

Route 4 south or the Yakima Barricade Route (towards Yakima for WNP-l, 2 IN 4 and FFTF transients).

FFTF Access Route and Route 10.

B. Assistance Centers Assistance centers have been selected by local emergency planning offi-cials.6 Criteria for selection included that these locations be at least 15 miles from the plants, in the path of normal travel, having adequate facilities, and readily avail able.

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Residents evacuated from the Ten-Mile EPZ would be sent to the centers for registration,

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assistance in obtaining meals

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and lodging and to receive updated i nf ormati on.

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Assistance Centers include:

quadrant I

a. Mesa Elementary School, Mesa This school is located on Highway 17, approximately seventeen miles from the plants. The school has adequate facilities for the number of persons in quadrant I but parking is limited.

b. Connell High School, Connell This facility could be used as an alternate assistance center for the northern area. The Connell High School, is approximately 28 miles from the Hanford site. Adequate facilities and parking are available.

Motels available in this direction include the M 8 M Motel and the Tumbleweed Motel, both in Connell, with a combined capacity of 70 rooms and over 250 beds.

Revision 1 23 September >g82

Quadrant II

a. Isaac Stevens Junior High School, Pasco Isaac Stevens Junior High School, located at 1120 North 22nd, Pasco, can be used as an assistant center for evacuees.

Motels in Pasco have a combined total capacity of 804 rooms and 1,729 beds.

Quadr'nt III

a. Vista Elementary School, Kennewick This school is located on Young Street and Victoria Street, approximately 19 miles from the Hanford site.

Kennewick motels have a combined capacity of 726 rooms and 1,741 beds. An addition of 400 motel beds is projected by the end of 1981 which could result in a total capacity for 2,141 evacuees.

In addition, the Kennewick School System has a potential for shel-tering over 9,000 persons and the Pasco School System over 7,000, for a combined capacity of at least 15,000 persons.

If an extended evacuation was warranted, Columbia Center, a large shopping mall in Kennewick, located on Columbia Center Boulevard,.

Revision 1 24 September 1982

could serve as a staging area. The paved parking area can hold 4,600 cars and an additional 5,000 cars could be parked in adjacent areas.

b. Kiona-Benton City School District No. 52, Benton City The schools in this district serving as an assistance center for evacuees are located in Benton City, approximately 16 miles from the Hanford site.

Yakima or Walla Walla could serve as host areas with ample motel and school facilities to house the entire Richland population.

Massive use of such facilities appears highly unlikely. Past evacuations demonstrated that relatively few people use rooms pro-vided by assistance centers, preferring instead to stay with friends or relatives.

If employees or their vehicles at the site were contaminated, they would, radiological conditions permitting, be decontaminated prior to evacuation. If this was not possible because of pending hazard-ous situations, then remote decontamination would take place at either the old Hanford town site, located in the north section of quadrant IV, and the seldom-used road network located south of Battelle's 3000 Area Facility and between Stevens Drive and George Washington Way. These areas provide adequate space for the moni-toring and decontamination of vehicles evacuated from within the 2-mile area.

Revision 1 25 September 1982

SECTION IV - ANALYSIS OF EVACUATION TIME A. Time Estimates The Supply System is installing an early warning system capable of noti-fying the public within the Ten-Mile EPZ to take protective measures during an emergency. This system was designed to enable the county to notify the public within 15 minutes from the time the decision to evacuate is made by county officials. The Supply System has established procedures to notify the county officials within 15 minutes of an incident which would require protec-tive actions by the public. Therefore, a maximum of 30 minutes notification time is assumed. Once the public has been notified, the evacuation begins according to the discussion i n Section I B. The final stage of the evacua-tion is the confirmation that the evacuation is complete (see V A for discussion).

Evacuation time estimates for the Supply System Hanford site have been made and are shown in Table 7. Notification time varies from 15 minutes for Supply System facilities to 30 minutes for the general populace. Confirma-tion time is estimated at 30 minutes for Supply System employees and 60 min-utes for the general populace (see Section V A for discussion).

Figure 8 illustrates "S-Curves" for some of the more important evacua-tion trees. As previously indicated, low populations, such as the Supply System's residential population, will evacuate shortly after they load onto 26

the road system. FRACT, this loading function, includes notification and

~ ~

preparation time.~ The resulting distribution forms an "S-Curve" shape which is illustrated during the evacuation by the permanent population curves of

~ ~ ~

the Figure.

High populations such as the general population which includes tran-sients wor king at the Hanford site, are not modeled by FRACT. FLORAT, the flow rate, V, the minimal velocity, and EVL, the effective vehicle length, model these population's evacuation distribution and form straight lines as illustrated by the general population curves of Figure 8.

B. Adverse Weather Table 7 presents evacuation time estimates under two conditions: normal and adverse weather. Severe weather conditions such as blizzards, heavy rain storms, flooding, fog, or high winds could seriously hamper evacuation.

However, historical records indicate that severe conditions of this nature have occurred rarely in the past. Typically, bad weather results in a ve-hicle velocity reduction of one-half. But, the reduction of traffic flow to even 20K should not result in large increases in evacuation times.

A wind-direction-effects computer test run was conducted. A wind direction and resultant plume vector were assumed which would require the use of a secondary evacuation route for the Supply System site and FFTF." The secondary evacuation route time (1 hr:20 min) did not differ significantly from the primary evacuation route time (1 hr); therefore, it is concluded Revision 1 27 SePtember lg82

that wind direction does not adversely effect the evacuation. Meteorological V

data will be available to those responsible for the decision process such that secondary evacuation routes will be a viable alternative.

Blizzard conditions are the most likely to affect evacuations. On very rare occasions, drifts of snow up to several feet have been reported in the area. Since equipment to deal expeditiously with such conditions is gener-ally lacking in both counties, this could result in people being."snowed-in." A realistic approach was utilized in the computer model by slowing traffic down to 5 mph (20 percent of 30 mph, rounded down), but increasing EVL (the effective vehicle length) up to 1.5 car lengths, which is 14.20 K

meters, instead of the 0.5 car lengths that would have been used for this velocity under normal weather conditions.

C. Alternate Assumptions Conservative but realistic assumptions were used in arriving at the evacuation time estimates. It was assumed to be daytime on a workday for areas with high numbers of transient employees. But daytime on a weekend for areas with high numbers of transient recreationists.

It was assumed that the road network was initially free of traffic in the areas of the evacuation. This would generally be true. One exception to this would be if an evacuation was initiated during a shift change at DOE's 200 Area with an employment of 4133 workers. This could place as many as an additional 2755 vehicles vying for space on Route 4 south.

Revision I 28 September 1982

The tree containing this route was adjusted for proper linkage and an ISTG (Independent Special Traffic Generator) representing the 200 Area was added to the general population normal weather condition run. The resulting evacuation time estimate was 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 10 minutes, an additional 30 minutes from the 1 hour and 40 minutes previously obtained. The evacuation, even under these conditions, could be completed within a reasonable time. Upon revision, this run was not reevaluated inasmuch as the revision populations and evacuation times are smaller than the original values. The conclusion remains the same.

It was assumed that no secondary routes from the Hanford area were uti-lized. Inclusion of one or more of these secondary routes in the computer model'ould lower the evacuation time estimate. As an example, the tree

~

containing Route 10 was adjusted for proper linkage, and WNP-2 and FFTF traf-fic was

~

sent down this route to Highway 240 and out of the Ten-Mile EPZ.

This

~

moved 4187 employees, in as many as 2791 vehicles, off the main road Route 4 south. This was a general population normal weather condition run.

The resulting evacuation time estimate was 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 20 minutes, a decrease of 20 minutes from the value otherwise obtained of 1 hour and 40 minutes. It can thus be seen that the use of additional routing could lower the evacua-tion time estimate. Upon revision, this run was not reevaluated inasmuch as the revision populations and evacuation times are smaller than the original values. The conclusion remains the same.

It was assumed that the evacuation was complete when the vehicles had all cleared the Ten-Mile EPZ. One obstacle beyond this point, the Yakima

~

River causeway, Highway 240,

~

was investigated for traffic jamming. The tree Revision I 29 September 1982

containing this route was adjusted for proper linkage and the evacuation expanded five miles to this point

~ ~ ~

so that the evacuation was complete at general population normal weather

~

15 miles rather than 10 miles.~ This was a condition run. The resulting evacuation time estimate was 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 10 minutes, an increase of 30 minutes over the previously obtained 1 hour and 40 minutes. Although this is a bottleneck, it does not appear to be a formi-dable one, and traffic would not back up from this intersection into the Ten-Nile EPZ. Upon revision, this run was not reevaluated inasmuch as the revision populations and evacuation times are smaller than the original values. The conclusion remains the same.

Additional computer runs were conducted to evaluate the normal- and adverse-condition evacuation times when WNP-2 is operational with 225 staff, the Plant Support Facility is manned with 300 persons, an outage crew is present with 275 workers, and WNP-1 is in the maximum possible ramped-up construction phase predicted for 3/85 with 6200 workers. The increase in general population (from 2925 to 7000) resulted in increasing the normal condition run by only 20 minutes and the adverse condition run by 2 hours and 40 minutes.

The only special facility within the Ten-Mile EPZ is the Edwin Markham Elementary School with 250 students. Because of the small size of this population, it was considered as part of both the permanent and the general population evacuation time estimates. Buses which could be used in the evacuation are located at the district bus lot in north Pasco during the day. It is assumed that the buses could be dispatched within the 1 hour MAXDEP time used for this quadrant.

Revision 1 30 September 1982

SECTION V - SUPPLEMENTARY INFORMATION A. Evacuation Confirmation Times Visual confirmation of evacuation will be made by local sheriff s de-partments for permanent residents. It is estimated that this can be accom-plished within one hour. The Supply System will be responsible for personnel accountability at Supply System facilities. It is estimated that this will take a maximum of 30 minutes.

B. Recommendations Identified potential impediments to egress include:

o Bombing Range Road--This is a gravel road. If the county, as planned, gives this road a hard surface, evacuation of permanent residents in quadrant III would be facilitated. However, since there ar e only 310 residents using this route, its present condi-tion is not a major obstacle. Also, this road is located two to three miles beyond the Ten-Mile EPZ and is only used as access to the assistance center.

o The Yakima River Causeway Highway 240. Although located 15 miles from the Hanford site, this is the only route leaving south out of Richland. If a traffic accident occurs on this route, traffic 31

could be snarled for hours. It is therefore recommended that planning be carried out to provide some mechanical means for clearing lanes at this location early in the evacuation. Such means could include wreckers or possibly even cranes.

Construction has already begun on new bridges crossing the Columbia and Yakima rivers south of Richland for Highway 240 with an expected completion date of 1984. A future bridge is also planned for North Richland which will cross the Columbia River at Horn Rapids Road. Both of these bridges will result in shorter evacuation times.

C. Review of Study by State and Local Officials The revision to this study was submitted for review to the principal state and local officials involved in emergency response for the site. Their comments were solicited and a copy of their response follows.

l Revision 1 32 September 1982

+ yTA7p rl C

/OHN SPELLMAN HUCH FOWLER Covernor < tare . Director STATE OF WASHiNCTON DEPARTMENT OF EMERCENCY SERVICES 4220 E. Martin Way ~ Olympia, Washington 98504 ~ 206.459-9191 September 30, 1982 RECEfgpo Hr. Jack Shannon, Director Support Services T'98, Washington Public Power J. W. SHANNON Supply System 3000 George Washington Way Richland, WA 99352

Dear Hr- Shannon:

George W. Petre of our Fixed Nuclear Facility planning staff has reviewed the Washington Public Supply System Hanford Site Evacuation-Time Assessment Study revision number 1, September 1982, written by Robert D. Hogle.

The Department of Emergency Services finds this document to be adequate in meeting the requirements of NUREG-0654/FEY'ep 1-Sincerely, I

I

.+ r ~

Hugh H. Fowler Director HHF:gwp'.ll

BENTON COUNTY AT+ DEPARTMENT OF EMERGENCY SERVICES Telephones:

Office: (509) 586-1451 Kennewick City Hall Emergency: 911 1 P. O. Box 6144 Kennewick, Washington 99336-0144 October 25, l982 William E. Taylor, Manager Health a Safety Programs Washington Public Power Supply System 3000 George Washington Way Richland, WA 99352 SUB JECT: REVISION', HANFORD SITE EVAEUATION TIME ASSESSMENT STUDY

Dear Mr. Taylor:

I have reviewed the above mentioned document and concur with the findings.

Thank you for the opportunity to review and comment on this matter.

Sincerely, Paulette H. Vopalensky Director PHV/clc

REFERENCES

1. CLEAR Com uter Pro ram, M.P. Moeller and A.E. Desrosiers, Pacific North-west Laboratory, Richland, Washington, May 1981

2. Supply System Interoffice Memorandum, Selection of A ro riate Po ula-tion (Household Size Multi lier for Area Within Ten-Mile Radius of WNP-1 -2 -4, A.M. Lee, Socioeconomic Coordinator, to J.V. Everett, Supervisor Emergency Preparedness, July 28, 1980

3. Evacuation Risks An Evaluation, U.S. Environmental Protection Agency Offices of Radiation Programs EPA--52016-74-002, Joseph M. Hans, Jr. and Thomas C. Salle, June 1974

4. Socioeconomic Im act Stud WNP-1/4 Volume 4 Final Re ort, Community Development Services, Inc., Seattle Washington, May 1979

5. WNP-2 Environmental Re ort 0 eratin License Sta e Amendment 85, July 17, 1981

6. Feasibility of Ten-Mile Emer ency Plannin Zone Evacuation, Hanford Site, Warren Hanson 5 Associates, December 1980 35

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~45 SW ~235 Qadi SE 1232 ~50 499 SSW SSE 15811 TOTAL SEOllBIT POPVLA~N 265 S 7563 0 TO 10 MESS 800 POPULATION TOTALS-QPF~~T POPULATION TOTALS RING CUMULATIVE RING CUMULATIVE RING. MILES POPULATION TOTAL MILES POPULATION RING. MILES POPULATION TOTAL MILES POPULATION 0 2 0 2 282$ 0-2 282$

80 80 1852 0 5 5 10 1225 0 10 1305 5 10 8458 0 10 1435$

POP ULATI ON TOTALS-~PEC~IA POPULATION TOTALS RING CUMULA'TIVE RING CUMULATIVE RING. MILES POPULATION TOTAL MILES POPULATION RING. MILES POPULATION TOTAL MILES POPULATION 0 2 0 2 0 2 2825 0 2 282$

2 5 0 5 2 5 2042 4852 5 10 350 0-10 350 5 IO 11044 0-10 15011 FIGURE 4 TOTAL POPULATION WITHIN THE 10 IVllLE EPZ BROKEN DOWN 3 CLASSIFICATIONS 'NTO Rev. 1 9/82

NNW NNE Q45 Q130 NW NE 30 150 35 WNW ENE 10 150 Q~

W 10 MILES 525 25 35 150 E

~~o 25 20 WSW ESE Q50 SW SE 7443 750 SSW SSE KEY Industrial Employees 2400 Migratory Agricultural Workers Q150 Sportsmen FIGURE 5 DISTRIBUTION OF TRANSIENT POPULATION WITHIN 10 MILES OF SITE

F N 28 NNW 55 NW 28 10 MILES 52 0 46 WNW ENE 38 0 W 46 E 52 56 63 63 SW 78 15 SE 17 64 SSW SSE 16 78 e TOTAL SEOMENT VEHCILES 0 TO 10 MILES 17 VEHICLES TOTALS 8 IN 0 CUMULATIVE RING MILES VEHICLES TOTAL MILES VEHICLES O-E ES S 10 409 0 10 434 FIGURE 6 PERMANENT RESIDENT PASSENGER VEHICLES WITHIN 10 MlLE EMERGENCY PLANNING ZONE

34 106 NNW NNE 253 34 NE NW 81 10 MILES 114 360 164 WNW ENE 25 100 139 64 60 0 W 24 107 E 131 Teoo 22 791 116 ESE 1738 123 SW 88 5002 SE 806 517 132 SSW SSE 88 5002 TOTAL SEGMENT VEHICLES 0 TO 10MLES 617 VEHICLES 'TOTALS RING CUMULATIVE RING MILES VEHICLES TOTAL MILES VEHICLES 0-2 18SO 0-2 1880 1074 0-8 3024 d 10 8287 0-10 8321 FIGURE 7 TOTAL PASSENGER VEHICLES WITHIN THE 10 MILE EMERGENCY PLANNING ZONE Rev. 1 9/82

0 34 106 NNW NNE 263 NW NE 81 10 MILES 114 360 164 WNW ENE 26 100 139 Bgo 0 W 24 107 E 131 Teoo 791 116 ESE 1738 16 123 SW 88 6002 SE 806 617 132 SSW SSE 88 6002 TOTAL SEQMBCT VEHICLES 0 TO 10 MEES 617 VEHICLES TOTALS RIIIQ CUMULATIVE RING MILES VEHICLES TOTALMILES VEHICLES 0-2 1ado 0 2 1ado 2-5 1014 0 5 3024 5-10 5257 0 10 5321 FIGURE 7 TOTAL PASSENGER VEHICLES WITHIN THE 10 MILE EMERGENCY PLANNING ZONE Rev. 1 9/82

100%

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TIME LEGEND

~ ""- Permanent population, Normal condititons General population. Normal conditions Permanent populations, Adverse conditions General population. Adverse conditions FIGURE 8 PERCENT EVACUATED VERSUS TIME FOR VARIOUS POPULATIONS AND CONDITIONS ("S-CURVESsa FOR 10 MILE EMERGENCY PLANNING ZONE)

Rev. 1 9/82

INP

1. LU

2. OELT

3. TYP evacuation DEFINITION Output printer code Unit of time for simultaneous Controls frequency of printout rint data PURPOSE Tells computer in which mode to Calculates all occurrences on all road segments during OELT. then creates a snapshot of vehicular location Controls volume of printout EQUATION Must be less than the shortest road segment length divided by fastest road nominal velocity TYP x OELT printouts

= frequency of 40 mph

'A CALCULATEDVALUE 500 meters = 28 seconds 24 x 24 sec = 10 min.

60 sec/min 25 seconds 24 ED

4. MAXOEP Maximum time of departure Determines when last person begins Must result in an integer when Four values were (in seconds) leaving the area divided by OELT examined: 10 min., 30 min., 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> and 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />

5. FRACT Loading function Controls the loading of the road FRACT = Fraction of vehicles Fraction leaving within: 0.10 segments loading within 0.25 x MAXDEP 15 Min - 10%

30 Min 32.5%

45 Min 77.5%

60 Min 100%

6. POPVEH Number of persons per vehicle Considers that more than one 3, see reference 2 person will be in each vehicle, i.e.,

family evacuates together in same vehicle

7. LGCOOE Large Code Provides ability to reduce volume by LGCODE proportionately increases 1,5 use of a random sample POPVEH and EVI, giving the same final answer 8; FLORAT Input vehicles per hour per lane Indicates the number of vehicles EPA study indicates 1000 to 2600; 1700, 1000-which can move past a point each average between the two is 1800 hour0.0208 days <br />0.5 hours <br />0.00298 weeks <br />6.849e-4 months <br /> er lane durin an evacuation reference 3

9. EVL Effective vehicle length at minimum To account for actual distance Base length of vehicle = 5.68 At 15 Alph. 14.2, 22.72, 8.52 speed occupied between cars on road meters+ 5.68+' 15 x 5.68) = 14.2M segment 5.68 meters times velocit 10 m o veoctt

10. V Minimum velocit Simulates sto and o traffic 15mh 30mh 5mh

11. ZTWO Total number of zones which are Account for vehicle radial location Specific to individual tree ZFIV epresented in the tree less than during evacuation ZTEN 2 miles, 5 miles and 10 miles from he plants respectively TABLE 1 INPUTS TO CLEAR COMPUTER MODEL Rev. 1 9/82

INPU DEFINITION PURPOSE EQUATION CALCULATEDVALUE V iED

12. ZEPZ Total number of zones in the tree Provides flexibility of adding zones No special barriers were identified Specific to individual tree-beyond ten-mile EPZ if traffic could be slowed due to some barrier which would back traffic into the ten.mile zone

13. ISTG Number ot independent special Evacuates special areas as groups ISTG for Franklin County Specific to mdwidual tree, traffic generators rather than individual residents, Edwin Markham Elementary School only 3 of 8 trees contain such as the evacuation of a factory ISTGs or a school. ISTG for Benton County WNP.2 & PSF WNP.1 Fast Flux Test Facility Exxon Nuclear 300 Area 3000 Area 1100 Area Supply System Headquarters Other North Richland Industrial Complex Facilities

14. ROAD The road segment where the ISTG Place ISTG Specific to mdwidual ISTG is located

15. I.ENSTG The length of the road from the Place ISTG Specific to individual ISTG ISTG to the I.INK

16. PVSTG Average number of people Allow variance from POPVEH, Franklin County: 35 students per Franklin County: 35 evacuating per vehicle from ISTG people will leave in the same bus (conservative) Benton County: 1.5

,vehicles in which they came to Benton County: 1.5 persons per car work in reference 4

17. POPSTG Population per ISTG Add ISTG population Values are gwenin Section II

18. EX Number assigned to any exit roads lets computer model know when a Specific to individual tree leavin the 10.mile zone vehicle has left the EPZ 1S. EPZ The first radiant distance mile Used to indicate when evacuation To mdicate evacuation is complete 11, 16 outside the EPZ was complete at 10 miles, a value of ll is needed: at 15 miles, 16 is needed

20. POPZN Population of each zone Input population See Figures 4 6t 5 and Tables 2 5 Specific to individual tree

21. NRDS Number of road segments within Let computer know when to look the zone for next zone

22. LENRDS Total length of all road segments Proportions population according to LEN Specific to individual tree x POPZN within the zona the length of the road segment LENRDS TABLE 1 INPUTS TO CLEAR COMPUTER MODEL Cont'd.

Rev. 1 9/82

I T

IMP U DEFINITION PURPOSE EQUATION CALCULATEDVALUE VA ~ED

23. ZNRD Number assigned to the individual Necessary for the computer to See Figure 2 road segment construct the mathematical evacuation tree

24. LINK Road segment onto which the Necessary for the computer to See Figure 2 vehicles from ZNRD flow construct the mathematical evacuation tree

25. LEN Length in meters of ZNRO Necessary for the computer to See Figure 2 construct the mathematical evcuation tree

26. RADIS First radial distance beyond where Used by computer to keep track See Figure 2 the ZNRO intersects the UNK and of population at varying radi E

21. NOMVEL Nominal velocity on ZNRD Control upper speed of exiting An EPA report states that, "Vehicle Paved roads: 40 mph vehicles speed observed ranged from 25 to Improved roads: 30 mph 45 mph (with an average of 35 Adverse weather mph) during the evacuation." (ref.3) conditions: 5 mph

28. NLANES Number of lanes available Credit was not taken for sending 1,2 persons down both sides of the road except at WNP-f. -2 & -4 where this is done each day at shift change

29. NRSEC Number assigned to the road Necessary for the computer to See Figure 2 segment which intersects with the construct the mathematical tree ZNRD and UNK TABLE 1 INPUTS TO CLEAR COMPUTER MODEL Cont'd.

Rev. 1 9/82

Mile 1 2 3 4 S 6 7 8 9 10 15 20 26 30 35 40 45 SO TOTAL Sector N 10 10 138 194 826 454 626 2904 14968 20711 NNE 10 30 30 136 192 481 5278 732. 2466 423 470 10261 NE 10 15 20 45 30 46 166 233 430 1S85 35S 295 130 796 4155 ENE 10 12 10 14 10 2S SS 184 608 296 1421 90 331 100 113 3279 22 65 60 10 10 192 269 68 83 69 69 114 127 1138 ESE 22 20 35 43 45 26 80 112 69 84 77 90 280 584 1566 SE 6 60 60 40 35 647 3608 2762 3376 216 249 984 1100 13035 SSE 10 10 10 15 7588 41590 22902 1214 276 317 821 919 75671 50 26922 3021 84 103 567 4113 2050 14490 50400 98W 135 100 1298 294 393 482 42 214 164 2446 5568 SW 25 494 2612 876 5290 219 264 199 222 10190 WSW 396 654 732 894 4478 17393 382 427 25256 W 656 1660 1918 6077 12438 23284 WNW 83 102 649 750 822 920 3326 NW 18 22 187 516 383 429 1555 NNW 82 100 318 1257 251 281 2289 Total 10 70 110 197 194 360 365 37141 53287 30486 21615 10377 30758 16084 50730 251684 Accumulated Total 10 80 190 387 581 941 1306 38447 91734 122220 43735 54112 84870 00956 S1 684 at oa070 TABLE 2 PERMANENT POPULATION DISTRIBUTION

Mite 1 2 3 4 6 6 7 8 9 10 16 20 26 30 35 40 46 60 TOTAL Sector N 30 10 16 20 76 NNE 76 20 20 40 46 235 NE 400 10 30 36 36 40 46 696 ENE 160 20 30 35 35 40 46 365 26 26 30 36 40 45 236 ESE 2400 20 30 30 40 46 2626 SE 26 30 30 36 40 46 206 SSE 2918 2016 2609 7618 750 750 SSW SW 1187 1187 WSW W

WNW 626 1779 1361 3666 NW 993 993 NNW Total 2926 1787 176 170 290 3138 3021 2799 1779 2364 18438 Accumulated Total 2926 4712 4887 6067 6347 8486 11606 14306 18084 18438 TABLE 3 TRANSIENT POPULATION DISTRIBUTION Rev. 1 9/82

Mile TOTAL 10 Sector N NNE NE ENE ESE 260 260 SE 60 60 100 SSE SSW SW WSW W

WNW NW NNW Total 300 60 360 Accumulated Total 300 360 TABLE 4 SPECIAL FACILITYPOPULATION DISTRIBUTION REV. 1 9I82

Mile 1 2 3 4 6 6 7 8 9 10 15 20 25 30 35 40 45 60 TOTAL Sector N 30 25 30 138 194 675 826 454 626 2904 14968 20786 NNE 76 26 28 45 70 76 136 192 481 6278 732 2466 423 470 10496 NE 400 20 46 SS 80 70 90 166 233 430 1585 3SS 295 130 796 4760 ENE 160 32 40 49 66 100 184 608 296 1421 90 331 100 113 3634 26 47 86 96 46 60 46 192 269 68 83 59 114 127 1373 ESE 2400 26 42 60 316 78 85 70 80 112 69 84 77 90 280 584 4441 SE 29 35 130 146 80 80 547 3608 2762 .3376 216 249 984 1100 13340 SSE 2928 2026 2624 7588 41590 22902 1214 275 317 821 919 83189 750 SO 26922 3021 84 103 567 4113 2050 14490 51160 SSW 135 100 1298 294 393 482 42 214 164 2446 6568 SW 1187 494 2612 875 5290 219 254 199 222 11377 WSW 396 554 732 894 4478 17393 382 427 25256 536 655 1660 1918 6077 12438 23284 WNW 626 1779 1361 83 102 649 750 822 920 6991 NW 993 18 22 187 616 383 429 2648 NNW 82 100 318 1257 251 281 2289 Total 2926 1797 246 280 787 3382 3381 3164 38920 66641 30486 21516 10377 30758 16084 50730 270472 Accumulated Total 2925 4722 4967 6247 6034 '9416 12797 16961 64881 11142 141008 16262 7290 20365 1974 27047 TABLE 6 MAXIMUMPOPULATION DISTRIBUTION Rev. 1 9/82

NRSEC loca. ZNRO LEN RKOIS NOMVEL NL)LNES NRSE ZNRO LEN RAOIS NLANES LocI'ectot (later. tloa Sector ZONE LINK (Lealth)

(Nore)ael (Number Tree (Rood la Tree ZONE )Rood Seymour)

LINK (Leap*) (Rerbus)

METERS MllES "e~) ot lease) sectlru) ia Se Smear) METERS MILES Ve)e"'tT MPH ot least)

MPH Road) Miles ADRAN QU ADRAN 3 1500 8 30 2 2-5 1 1 3 3500 5 30 1 2 3 2000 8 30 1 6 3000 10 30 5 3 1500 6 40 1 1500 10 30 9 3SOO 6 40 4 5-10 N 16 6 3000 10 30 3 9 3000 6 40 3 8 2500 10 40 9 10 4000 7 30 9 16 1500 10 30 5-10 E 7 8 4ooa 9 30 7 8 1000 9 30 6 8 16 1500 10 40 11 2000 9 30 10 9 8 3500 10 30 6 10 1500 7 40 5 10 15 3500 10 30 13 10 11 3500 9 40 8 5-10 NNE 11 13 3500 9 30 12 12 1500 10 40 12 13 7000 9 30 11 13 15 1500 10 40 10 2-5 ESE 3 1500 40 14 16 saa 10 40 3 1500 30 15 16 1000 10 40 3 7 1500 7 40 4 2-5 NE 1 2 4000 5 4 7 1500 7 40 3 5 9 3500 9 40 6 2 4 5000 7 40 3 6 9 2000 9 30 5 3 4 2500 7 40 2 7 14 2000 7 10 4 15 4500 9 40 16 8 12 250D 8 30 11 5 7 2000 8 40 6 9 13 2500 9 30 12 6 7 1500 8 30 5 10 14 1000 7 30 7 7 18 3500 10 40 5-10 ESE 11 12 1500 8 40 8 8 1& 1500 10 30 12 13 2500 9 9 5-10 NE 5 2 9 18 1500 10 40 13 44 2000 10 40 10 12 1500 9 40 11 14 24 1500 8 40 16 11 12 2000 9 30 10 15 18 1500 9 30 17 12 14 3000 10 40 13 16 24 2500 7 40 14 13 14 2000 10 30 12 17 18 1000 9 30 15 14 18 500 10 40 18 44 3000 10 30 15 18 3000 10 40 19 29 3500 'I 0 30 28 16 15 4000 9 30 20 44 1500 10 30 17 18 5000 10 30 21 30 6000 7 40 26 2-5 ENE 2500 40 22 25 2000 8 30 24 2000 30 23 28 2000 8 30 21 24 25 1500 8 40 22 3 6 1000 6 40 5 25 26 1000 8 40 27 4 7 4000 7 30 6 26 31 Iaao 9 40 28 5 6 1000 6 40 3 27 26 3500 8 30 25 6 7 1500 7 40 4 5-IO SE 28 31 3000 9 40 26 7 16 7000 10 40 29 30 35DO 10 30 19 5-10 ENE 6 2 8 12 3500 9 40 11 30 44 soa 10 30 9 11 3500 9 30 10 31 36 2000 9 40 33 10 11 2500 9 30 9 32 44 500 10 30 11 12 1000 9 30 8 33 36 3500 9 30 31 12 15 1500 10 40 13 34 44 2000 10 30 13 15 3500 10 40 12 35 38 3000 10 30 36 14 16 1500 10 40 3$ 38 2000 10 40 35 15 16 500 10 40 37 44 500 10 30 38 44 500 10 40 39 41 3500 8 40 40 40 41 5500 8 30 39 5-10 SSE 41 44 2500 10 40 42 44 3500 'I 0 30 43 44 500 10 30 TABLE 6 ROADWAY CHARACTERISTICS

NOMVEL NRSE Loco. NOMVEL NRSE Loco. ZNRO LEN AAOIS NOMVEL Sector Tree ZONE ZNRO (Rosrl LEN LINK (Lentltb)

RAOIS (RNNns)

(N~i (N~r NLRNES (Inror- ion Sector Tree ZONE (Root( LINK (Lenyh) (Antlers) (Nonnnol (Noninel (later-VolocitT) testing l4 Vo 'N) sectnnt l4 Seyneatl METEAS MILES Velocity)

Seyraeat) METERS MILES ML net)

Mr(os MPH Roerl)

Miles MPH R ADRANTIII QUADRANTIE Cont'd.

1 5 500 40 4 5-10 SSE 2 1 1 2 3500 10 40 2 3 1000 4o 40 7 3 1500 10 30 3 6 1500 3 1500 10 30 0-2 4 5 1500 1 5 2000 10 30 5 10 3000 40 9 6 9 2000 40 8 30 5 5000 10 7 6 4000 40 3 500 10 30 SSW 8 8 6000 10 40 8 9 2000. 40 6 8 3500 10 40 9 10 500 40 5 2-5 SSW 10 11

'500 40 14 16 4500 40 15 15 16 5500 40 14 11 13 6oao 8 40 12 12 13 8000 9 40 11 13 20 2500 10 40 5-10 SSE 16 17 6000 8 40 17 20 10,000 10 40 18 20 14,000 10 40 19 20 4500 10 40 TABLE 6 ROADWAY CHARACTERISTICS Cont'd.

TOTAL 5 MILES AREAS WITHIN 10 MILES DESCRIPTION WITHIN 2 MII.ES TOTAL TOTAL PERMANENT POPULATION 32 48 80 410 586 310 1.306 PERMANENT POPULATION VEHICLES 10 15 137 194 103 TRANSIENT POPUlATION 2.826 655 120 4,112 4,as7 1,260 740 12,355 14,366 TRANSIENT POPUlATION VEHICLES 1,850 218 40 2,741 2,saa 420 247 8,220 s,as7 GENERAL POPULATION 2,826 687 168 4,112 4,867 1,670 .1,328 12,665 16,681 TOTAL VEHICLES 1,86D 228 55 2,741 3,024 557 441 8,323 8,321 NOTIFICATION TIME MINUTES 30 30 30 30 30 30 30 30 PERMANENT POPULATION EVAC. :50 1:00 1:00 1:00 1:10 1:00 1:10 TIME NORMAL CONDITIONS HOURS MINUTES GENERAL POPULATION EVAC. 1:00 1:00 1:00 :50 IZD 1:20 1:20 1:00 120 TIME NORMAL CONDITIONS HOURS MINUTES PERMANENT POPULATION EVAC. :50 1:00 1:00 2:50 3:20 1:00 3:20 TIME ADVERSE CONDITIONS HOURS MINUTES GENERAL POPULATION EVAC. 2ALD 1:00 1:00 3:40 3:4D 2:50 3:30 5:00 640 TIME ADVERSE CONDITIONS HOURS MINUTES CONFIRMATION TIME MINUTES 30 6D 60 60 60 60 60 60 60 TABLE 7 SUIVIMARYOF RESULTS OF EVACUATION TIMES ANALYSIS Rev. 1 9/82

ATTACHMENT 1 This attachment is a copy of the CLEAR Computer Code(l) as modified to meet Supply System needs.

36

C %it+++~%%%%%o0%<%Wit 4 %%+it it it %~A 4'%it it %%%%4 4 %it it%it %%%4 it'%%%%%%%4+4 %4 i~it %%+ 4+%

'5 INSERT S SYSCQN~KEYS. F

'51NSERT SYSCOP1>ERRD. F

'9INSERT SYSCQN>A%KEYS C

('; <~4 i,.-'~~%W+%%%it ~%%it +it %it'%it it it %it 4%4 it %it it it%%%it %it %it%%it 4 %%%%%~A ++it it %%+it %%it %it +%

C, C DECLARATION QF VARIABLES.

INTEGER it2 TYPES'ODEi EPZ. EX INTEGER +2 ITIVE( 15)

INPL I C IT INTEGER (D)

LABELLED COMMON:

COh1NQN /LCON/ DIST<30 6000) DISRAN(30 6000) DISLQD(30 6000) ~

'SD ISBAC < 30'000 )i DI STOT (30> 6000) ZNRDT(30'000 )

e" C

C DISBAC- DISTANCE FOR VEH TO REACH LINK FOR NBAC DISLOD- DISTANCE FOR VEH TQ REACH LINK FOR NLOD C DI SRAN- DISTANCE FOR VEH TO REACH LINK FOR NRAN C DIST DISTANCE FOR VEH TO REACH LINK FOR ZNRD 0 DISTOT- DISTANCE FOR VEH TO REACH LIhW FQR NTOT

'Lr ZNR DT FLAGS PROCESSING OF A VEHICLE FOR EACH DELT C

REAL FRACT) PERLEN> PERCPs FREFLQe PQPZNt LENRDSi EVL FRACT... FRACT1QN OF POP LEAVING WITHIN . 25+NAXDEP PERLEN... PERCENTAGE QF ZONE ROAD'S LENGTH

PERCP.... PERCENTAGE OF GREEN LIGHT CONDITION FREFLO... FREE FLOW RATE IN AUTOS PER DELT-'NE-l1ETER POP ZN.... POPULATION PLACEHQLDER FOR A ZONE LEiNRDS... TOTAL LENGTH OF ROADS IN ZONE EVL...... EFFECTIVE VEHICLE LENGTH OF AUTO AT MIN. SPEED INTEGERit4 TINEi ITLi KTLi BTL INTEGER+4 KININiKIHOURr KIQNE INTEGER +2 N. d. h(. Ks A. B. C> Ii EXi EPZi TYPi ZTWQi ZFIV. ZTENi ZEPZ> FLQRATz

%POP i POPVEHi LGCODE> POPTWO> PQPFIVz NAXDEPi DELTA SAVETi INTi ISTGs POPSTGt CAPVNe CAPNRz CAPLKz GREENi PERAD> LUe INTPOPi POPEPZ) POPTEN LE'NSTGa A... COUNTER QR PLACEHOLDER B... COUNTER QR PLACEHOLDER C... COUNTER OR PLACEHQLDER CAPLK.. CAPACITY FOR ROAD'S LINK CAPNR.. CAPACITY FOR ROAD'S INTERSECTING ROAD CAPVN... CAPACITY FQR A ROAD BEING PROCESSED DELT... UNIT OF TINE FOR SINILTANEOUS EVACUATION EPZ... FIRST RADIAL DISTANCE NILE OUTSIDE EPZ EX.. NUMBER ASSIGNED TO THE DUMMY EXIT ROAD FLQRAT.. INPUT VEHICLES PER HOUR-LANE-f1ILE GREEN.. COUNTER FOR GR - -N LIGHT CONDITION I... COUNTER OR PLACEHOLDER INT... INTEGER COUNTER USED TO INCRENEiVT TIVE INiTPQP .. INITIAL VEHICLE POPULATION AT TINE=

ISTG... NUN OF INDEPENDENT SPECIAL TRAFFIC GENERATOR

),

C J... IDENTIFIER FOR ROAD NUMBERS K... COUNTER OR PLACEHOLDER LENSTG.. LENGTH FQR STG TO NEXT LINK LGCODE.... MODELS RANDOM SAMPLE (/LGCODE) OF TOTAL POP LU.... OUTPUT PRINTING CODE M... IDENTIFIER FOR ZONE NUMBERS MAXDEP.. MAXIMUM TIME OF DEPARTURE (MIN=+DELT)

C N... IDENTIFIER FOR SPECIFIC VEHICLE NUMBERS C PERAD.. NUMBER QF VEHICLES FOR GREEN LIGHT CONDITION C POP... POPULATION PLACEHOLDER FQR A ROAD C PQPEP Z.. POPULATION L4ITHIN THE EP Z C PQPFIV.. POPULATION IN FIVE MILE RADIUS C PQPSTG.. POPULATION FORMING STG POPTEN.. POPULATION IN TEN MILE RADIUS

(: POPTAO.. POPULATION IN TWO MILE RADIUS

(. POPVEH... POPULATION NUMBER PER VEHICLE (l PVSTG... POPVEH FOR STG C SAVET... SAVES QR STORES VALUE QF DELT DURING LOOP C TIME.... CUMMULATIVE TIME FROM BEGINNING OF EVAC C TYP.. PRINT OUTPUT ONCE EVERY TYP+DELT

(: ZEPZ.. HIGHEST 'ZONE NUMBER WITHIN EPZ

( ~ ZFIV.. HIGHEST ZONE NUMBER IN FIVE MILE RADIUS ZTEN.. HIGHEST ZONE NUMBER IN TEN MILE RADIUS

( ~ ZTNO.. HIGHEST ZONE NUMBER IN T4IO MILE RADIUS C

INTEGER +4 LEN<145)

INTEGER +2 ZNRD(23 145? POPRD(145) RADIS(145). POPRAD(21) NLANES(1

%99) NRSEC ( 145) NOMVEL( 145) VEL < 145 )

> > > > VMOTO ( 145 ) LDT ( 145 ) NRDS (23 ) 8

$ FL ( 145 ) LINK ( 145 ) RANP (200) GROAD ( 145) NRAN 200 ) FLRAN ( 145 ) NLOD (2

$ 00) FLLQD ( 145) NBAC (200) FLBAC 145) NTOT(200) FLTOT< 145)

INTEGER +2 F ILNAM( 16 )

FLBAC(145) .. FLAGS NBAC EXISTS (. NE. 0)

FLLOD( 145) .. FLAGS THAT NLOD EXISTS (. NE. 0)

FLRAN(145) .. FLAGS THAT NRAN EXISTS (. NE. 0)

FLTOT(145) .. FLAGS NTOT EXISTS (. NE. 0)

LDT(145) .. FLAGS LOADING FOR EACH DELT LEN ( 145) .. LENGTH OF ROAD ZNRD M> J ) <

LINK(145) .. NEXT ROAD BEYOND ZNRD(M> J) IN PATH NBAC (200) .. NUMBER QF VEHICLES IN BACK UP QUEUE NLANES(145) .. NUMiBER OF LANES ON ZNRD(M> J)

NLQD(200).. NUMBER QF VEHICLES IN LOADING QUEUE NOMVEL(145) .. NOMINAL VELOCITY OF ZNRD(M> J)

NRAN(200).. NUMBER OF VEHICLES IN RANDOM QUEUE

(: NRDS<23).. NUMBER OF ROADS IN A ZONE NRSEC 145) .. 0 OR ROADS INTERSECTING WITH ZNRD C NTQT<200).. NUMBER OF VEHS IN LOAD ~e BACK QUEUE

(: PQPRAD(21 ) .. POPULATION BY RADIAL DISTANCE

(: POPRD(145) .. POPULATION OF A ROAD ZNRD(M, J)

C GFL( 145) .. FLAGS BACK UP QUEUE FOR EACH ROAD

(: GROAD(145) .. REFERS TO A SPECIFI'C ROAD'S GUEUE RADIS(145) .. RADIAL DISTANCE OF ZNRD<M. J)

(: RANP (200) .. USED TO RELIST VEH FQR IRND SELECT VEL 145) .. ACTUAL VELOCITY OF TRAVEL QN ROAD VMOTQ(145) .. NUMBER QF MOVING VEHICLES ON ROAD

ZNRD<23. 145).. REFERENCES ZONE M. ROAD J BEGIiN PROGRAM CHECK KIQNE=1 K I MIN=3600 KIHOUR=60

(:>i"++++ CALL THE SYSTEM TIMER BEFORE BEGINNING C

CALL TIMDAT (.ITIME> 15 )

PRINT 960> ( ITIME( I ) I=1> 10)

CALL TNOU ( 'YPE IN THE NAME OF YOUR INPUT FILE'> 37)

READ ( 1> 710) (FILNAM(I ) I=1> 16) 7R INT 720. (F ILNAM< I ) . I=i> 16)

OPEN DATA FILE.

CALL SRCH%'0 <K%READ> FILNAM. 16. 1 ~ TYPE> CODE) 0 > i'+++DELETE OLD OUTPUT F I LE++++

CALL SRCH'$% <K%DELE, 'CLEAR. QUT', 9 2, TYPE, CODE)

CALL SRCH4'0 (K%WRIT> 'CLEAR. OUT' 9. 2. TYPE. CODE)

WRITE(6> 705) FILNAM> ( ITIME( I ) I=1> 3)

WRITE <6> 960) ( ITIME( I) I=i> 10)

~

READ IN INFORMATION CONCERNING TIME> POPULATION> AND OUTPUT.

RFAD (5> 730) LU> DELT> TYP> FRACT> MAXDEP> POPVEH> LGCQDE> FLORAT> EVL 1 ~ VELZ PRINT HEADINGS CHECK WR ITE (LU> 740') LU> DEL'7> TYP> FRACT> MAXDEP> POPVEH> LGCQDE> FLQRAT> EVL

> VELZ DETERi lINE FREFLO FROM FLORAT.

FREFLQ = FLOAT<FLORAT)/(3600. 0>FLOAT(LGCODE))

C ADJUST POP VEH TO FIT RANiDOM SAMPLE QR LARGE CODE.

POP VEH = POP VEH4LGCODE C

C rbDJUST EFFECTIVE VEHICLE LENGTH TQ FIT RANDOM SAMPLE.

EVL = EVL+FLOAT(LGCQDE)

READ INFORMATION ON ZONES.

PEAD (5 750) ZTWO ZFIV ZTEN ZEPZ ISTG EX. EPZ CHECK WRITE (LU. 760) ZTWO> ZFIV> ZTEN> ZEPZ> ISTG> EX> EPZ ASSIGN EACH VEHICLE ON ALL ROADS A LOAD IN>G POSIT ON BY EQUALLY DISTRIBUTING THE POPULATION IN GROUPS QF POP. VEH PER VEHICLE ALONG THE ROADWAY SECTION PROPORTIONAL TQ THEIR LENGTH. THE FIRST VEHICLE I S ASSIGNED TQ THE BEGINNING OF THE ROADWAY AND LACH VEHICLE THEREAFTER AN INCRFMEiNTAL DISTANCE AWAY.

PROCESS EACH ROAD IN THE .4 ZONES COMPOSED OF EIGHT EQUAL SECTORS DIVIDED AT THE TWO AND FIVE MILE MARK.

M = 0 ZONE 25 INCLUDES ALL AREAS AND ROADS OUTSIDE 10 MILE RADIUS.

10 IF <M. GT. ZEP Z ) GQ TO 100 M+1 J = 0 READ (5> 770) PQPZN> NRDS(M) > LENRDS CHECK +a+++

WRITE (LU> 780) M> PQPZN> NRDS(M) LENRDS 20 IF (J. EG. NRDS(M)) GO TO 90 J = J+1 READ (5> 790) ZNRD(M> J) LINK(ZNRD(M> J) ) LEN< ZNRD(M> J) ) RADIS( ZNRD(M c > >

't>> J) ) NQMVEL< ZiilRD(M> J) ) > NLANES(ZNRD(M> J) ) > NRSEC(ZNRD<M> J) )

CHECK t>lRITE (t U 800) ZNRD<M J) LINK(ZNRD(M J) ) LEN(ZNRD(M J) ) RADIS(ZNRD 4 (t'1> J) ) NOMVEL< ZNRD (M> J) ) NLANES < ZNRD (M> J) ) NRSEC ( ZNRD(M> J) )

CHANGE VELOCITY FROM MILES/HOUR TO METERS/SECOND.

NQMVEL ( ZNRD ( M> J ) ) ~ (FLOAT ( NOMVEL ( ZNRD ( M> J ) ) ) +. 447)

INITIALLY THERE ARE NO TRAFFIC JAMS OR QUEUES ON THE ROADS> SET FLAGS TQ ZERO.

GFL<ZNRD(M. J) ) ='

INITIALLY> NO ROADS HAVE BEEN LOADED. FLAG LDT KEEPS RECORD OF THIS (LDT=1: LOADED LDT=O: NOT LOADED)

LDT(ZNRD(M> J) ) = 0 INIT I ALLY> VELOCITY OF TRAVEL ON ROAD IS EQUAL TO THE ROAD 'S NOMINAL VELOCITY.

VEL< ZNRD(M> J) ) NQMVEL.( ZNRD(M> J) )

INITIALIZE ARRAYS TO ZERO TO START.

GROAD(ZNRD(M J)) = ZNRD(M J)

NRAN(ZNRD(M> J) ) =- 0 FLRAN(ZNRD(M> J) ) = 0 NLOD< ZNRD <M> J) ) = 0 FLLQD(ZNRD(M> J) ) = 0 NBAC(ZNRD<.t> J) ) = 0 FLBAC(ZNRD(M> J) ) = 0 NTOT(ZNRD< t> J) ) =- 0 FLTOT(ZNRD(M, J) ) = 0 IF <M GT. ZEPZ) GO TO 100 PERLE>N = FLOAT(LEN(ZNRD(M.J)))/LENRDS PQPRD ( ZNRD (M> J) ) = PERLEN+POP ZN MAKE NRAN ROUNDUP BY ADDING POPVEH-1 TO POPULATION.

NiRAN( ZNRD(M> J) ) =- <POPRD< ZNRD(M> J) )+(POPVEH-1) ) /POPVEH POPRD(ZNRD<M. J)) =- NRAN<ZNRD(M> J))+POPVEH INCDIS = LEN < ZNRD(M> J) ) /NRAN(ZNRD(M> J) )

WRITE <LU> 299) POPRD(ZNRD(M> J) ) > NRAN( ZNRD(M> J) ) > INCDIS

FORMAT( 'QPRD= 'i IS> 'lRAN= 'i IS> 'NCDIS=' ~ IS)

RANDOMLY ASSIGN THE NRAN VEHICLES A LOADING POSITION ON

(.: A = 0 ROADWAY ZNRD(Mi J) AND PUT THEM IN A QUEUE GROAD(ZNRD(M> J) )

30 IF (A. GE. NRAN< ZNRD(Mi J) ) ) GO TO 40 A = A~1 RANP (A) = A GQ TO 30 40 CONTINUE NRAN(ZNRD(M. J) )

N'= 0 50 IF (N. GE. NRAN(ZNRD(Mi J) ) ) GO TO SO N = N+1 C

(: FLAG NRAN.

C FLRAN< ZNRD(M> J) ) 1 C

C RANDOMLY SELECT A NUMBER I FROM Z-RO TG NRAN-1.

C A = IRND(K)

IKAL=O A=IRND( INAL)

IF<A. LT. K) GOTO 72 A=A/10 GOTO ?1 A = A+1 I = RANP(A)

DISRAN(GROAD( ZNRD(M> J) ) i N) = LEN(ZNRD< M> J) ) < INCDIS+( I 1 ) )

INITIALLY> NO VEHICLES HAVE BEEN PROCESSED> SET

'LAG TO ZERO.

ZNRDT( ZNRD(Mi J) i N) = 0

('

REMOVE NUMBER I FROM BEING PRGCLSSED AGAIN BY RELIST ING REMAINING NUMBERS.

B = A IP (B. GE K) GO TO 70 RANP(B) = RANP(B+1)

B = B+1 GG TO hO

?0 CONTINUE GO TO 50 SO CONTINUE GO-TQ 20 90 CONTINUEO TQ 10 J 00 CONTINUE ADD INDEPENDENT SPECIAL TRAFFIC GENERATORS TO COPRESPQNDIhlG ROADS. THE ADDITIONAL VEHICLES WILL BE PUT ON THE FND QF THE EX I STING NRAN LIST.

110 IF ( ISTG. EG. 0) GQ TO 130

=

READ IN INDEPENDENT SPECIAL TRAFFIC GENERATOR INFORMATION.

READ (5 810> ZNRD(M, J), LENSTG,POPSTG,PVSTG

, CHECK WRITE (LUi 820) ZNRD<Mi J) i LENSTGi POPSTGi PVSTG DETERMINE AND ADD NUMBER QF VEHICLES TO NRAN LIST.

A = (POPSTG+ <PVSTG-1 ) ) /PVSTG Ii = (NRAN(ZNRD(MiJ) )+1)

I2 = (NRAN ( ZNRD (Mi J > ) ~A)

DQ 120 8=II~ I2 I

D SRAN ( GROAD ( ZNRD < Mi J) )i 8 ) = LENSTG 120 CONTINUE NRAN(ZNRD(Mi J) ) = NRAN(ZNRD(MiJ) )+A POPRD(ZNRD(M J)) = POPRD(ZNRD(M J))+(A+POPVEH)

ISTG = ISTG-1

.GO TO 1 10 130 CONTINUE INITIALIZE INTEGER INT USED TO INCREMENT TIME.

INT = 0 TIME = 0 C = 0 SAVE THE VALUE OF DELT IN SAVET BECAUSE DELT MAY BE REDUCED BY THE AMOUNT OF TIME NECESSARY FOR A VEHICLE TO REACH THE LINKING ROAD AT THE ROAD 'S VELOCITY OF TRAVEl . SAVET WILL RESTORE DELT ORIGINAL VALUE AT THE END QF EACH VEHICLE LQQP SAVET = DELT PRINT INITIAL POPULATION STATISTICS.

GO TO 420 c

0 MAIN LOOP STOPPING CONDITION WHEN POPULATION IS TOTALLY C EVACUATED.

140 IF (PQPEPZ. EG. 0) GO TQ 6'PO INCREMENT TIME T IME = INTL( INT ) +I NTL ( DELT )

EXECUTE THE EVACUATION MOVEMENT ONE ZONEi ONE ROAD> AND GROUP IN A VEHICLE AT A TIME. ONE'OPULATION M = 0 150 IF (M. EG. ZEPZ) GO TO 380 M = M+1 0

ka0 IF (J. EG. NRDS(M>> GO TO 370 J+1 LOAD Tl IE LOADING GUEU - QF THE LINK OF ZNRD (M, J > IF IT HAS NOT ALREADY BEEN LOADED FOR THIS DELT AND SET UP A TOTAL LIST OF QUEUED VEHICLES BY COMBINING THE

I 8

LOADING QUEUE AND BACKUP QUEUE.

IF (LDT(LINK<ZNRD(M J) ) ). NE. 0) GO TO 180 LOAD THE QUEUE ONLY IF THERE IS AN EVACUATING POPULATION SCHEDULED TO LEAVE DURING THIS DELT.

IF ( TIME. GT. INTL(MAXDEP ) ) GO TO 1 70 USE SUBROUTINE LOAD INDEX = LINK(ZNRD(M>J) )

CALL LOAD ( INDEX> DELT> TIME> FRACT> POPVEH> GRQAD ( INDEX ) NRAN ( INDEX ) N

%LOD(INDEX) FLLOD(INDEX) MAXDEP POPRD(INDEX) )

C FLAG LINK AS HAVING BEEN LOADED FQR THIS DELT.

LDT(LINK(ZNRD<M>J) ) ) = 1 170 CONTINUE B = LEN<LINK(ZNRD<M.J) ) ) 4NLANES<LINK(ZNRD(M>J) ) )

IF THERE IS ROOM ON THE ROAD. PLACE VEHICLES ON THE ROADWAY LINK FROM THE TOTAL QUEUE LIST. DELETE VEHICLES FROM QUEUES IF PLACED ON LINK'S LIST OF MOVING VEHICLES. USE SUBROUTINE PLACE.

CALL PLACE (INDEX> VMOTQ(INDEX) GROAD< INDEX) NLOD(INDEX) FLLOD(INDE SX ) NBAC ( INDEX ) FLBAC < INDEX ) NTQT < INDEX ) FLTOT ( INDEX ) 8 LEll ( INDEX )

5EVL )

DETERMINE VELOCITY OF TRAVEL ON LINK. USE SUBROUTINE VELCP.

CALL VELCP < NLANES( INDEX ) ~ NOMVEL( INDEX ) VMOTO ( INDEX ) VEL

> ~ ( INDEX ) LE

%N( INDEX ) > FREFLQ> VELZ )

180 CONTINUE LOAD THE LOADING QUEUE FOR ROAD ZNRD(M J) IF IT HAS NOT ALREADY BEEN LOADED FOR THIS DELT AND SET UP A TOTAL LIST OF QUEUED VEHICLES BY COMBINING THE L'OADING QUEUE AND BACKUP QUEUE.

IF (LDT( ZNRD(M> J) ) . NE. 0) GO TO 200 LOAD THE QUEUE ONLY IF THERE IS AN EVACUATING POPULATION SCHEDULED TO LEAVE DURING THIS GELT.

IF (TIME. GT. INTL(MAXDEP) ) GO TO 190 USE SUBROUTINE LOAD CALL LOAD ( ZNRD < M> J ) DELT> TIME> FRACT> POP VEH> GROAD ( ZNRD ( M> J ) ) NRA>V <

aZNRD(M> J) ) NLOD(ZNRD(M> J) ) FLLQD( ZNRD(M> J) ) MAXDEP> POPRD< ZNRD(M> J) 5))

FLAG ROAD AS HAVING BEEN LOADED FOR THIS GELT.

LDT(ZNRD(M> J) ) =. 1 190 CONTINUE N

B = LEN(ZNRD(M> J) ) +NLANES(ZNRD(M> J) )

IF THERE IS ROOM ON THE ROAD> PLACE VEHICLES ONTO ROADWAY FROM TOTAL QUEUE LIST. DELETE VEHICLES N FROM QUEUES IF PLACED IN ROAD 'S LIST OF MOVING VFHICLES. USE SUBROUTINE PLACE.

CALL PLACE < ZNRD (M> J ) VMOTO < ZNRD ( M> J ) ) GROAD ( ZNRD ( M> J ) ) NLOD ( ZNRD <

4M> J ) ) FLLOD < ZllRD(M> J) ) NBAC ( ZNRD(M> J ) ) FLBAC ( ZNRD(M> J) ) NTQT( ZNRD(

SM> J) )> FLTOT(ZNRD(M> J) )> B> LEN(ZNRD(M> J) )> EVL)

. DETERMINE VELOCITY OF TRAVEL ON ROAD.

SUBROUTINE VELCP.

'%EL < ZNRD < M> J) ) LEN( ZNRD(M> J) ) FREFLO> VELZ )

USE CALL VELCP (NLANES ( ZNRD (M> J ) ) NQI'IVEL ( ZNRD ( M> J ) ) VMQTO( ZNRD ( M> J) ) > V 200 CONTINUE CHECK IF ZNRD(M> J) INTERSECTS WITH ANY OTHER ROADS AT ITS LINK. IF SQ> DETERMINE THE PERCENTAGE OF GREEN LIGHT TIME> PERCP> GIVEN TQ ZNRD(M> J) AND THE CORRESPOND ING NUMBER OF VEHICLES TO ADVANCE.

IF (NRSEC<ZNRD(M, J)). EG. 0) GO TO 210 IF (ZNRDT(NRSEC(ZNRD(M. J))> 1). EG. 0) GO TQ 230 2 i 0 CONTINUE THERE IS NO INTERSECTING ROAD OR THE OTHER INTERSECTING ROAD HAS ALREADY BEEN PROCESSED AND USED ITS SH*RE QF THE LINKS CAPACITY.

220 PERAD = 9S'99 GREEN

+++ CHECK NR ITE(LU> h73) ZNRD(M> J) > NRSEC ( ZNRD(M> J) )

673 FORMAT( 'INTERSECTION HAS A GREEN LIGHT X 'CONDITION FOR ROAD= '> I4>

X INTERSECTING WITH NRSEC= '> 10)

GO TO 250 230 CONTINUE C

C THERE IS AN INTERSECTING ROAD AND IT HAS NOT BEEN C PRQCESSED FOR THIS DELT. DETERM1NE THE NUMBER OF C VEHICLES THAT COULD ADVANCE. PERAD> BY THE PERCENTAGE C QF VEHICLES IN MOTION ON THE TL4Q ROADS.

IF ((VMOTO<NRSEC(ZNRD<M J))). GT. 0). *ND. <VMQTO<ZNRD(M J)). GT. 0))

0 GO TO 240 GQ TO 220 240 CONTINUE DETERMINE CAPACITIES ON ROAD INTERSECT AND LINK.

CAPVM = (FREFLO+FLOAT(NLANES(ZNRD(l'1> J)))+FLOAT(LEN<ZNRD<M> J))))/

'%FLOAT(VEL<ZNRD<M> J)))

CAPNR = (FREFLQ+FLOAT(NLANES(NRSEC<ZNRD(M> J))))+FLOAT(LEN(NRSEC

'5(ZNRD(M> J) ) ) ) ) /FLOAT< VEL(NRSEC (ZNRD(M> J) ) ) )

CAPLK = (FREFLQ4FLOAT(NLANES <LINK( ZNRD < M J) ) ) ) +FLOAT(LEN(LINK< ZNRD 4(M> J) ) ) ) )/FLOAT(VEL<LINK(ZNRD(M>J) ) ) )

CALCULATE THE MOVING VEHICLE VERSUS CAPACITY RELATIONSHIP FOR THE ROAD AND THE INTERSECTING ROAD I N ORDER. TO DETERMIhlE THE PERCENTAGE OF AV*ILABLE OPENINGS ASSIGNED TQ THE ROAD 'S MOVING VEH 1'CLES.

PERCP = (FLOAT(VMOTO<ZNRD<M>J)))/'FLOAT(CAPVM))/<(FLOAT(VMQTQ(NRSEC I

l 0 ( ZNRD ( Mi J ) ) ) ) /FLOAT ( CAPNR ) ) + ( FLOAT ( VMOTQ ( Zl >RD ( Me J) ) ) /FLOAT ( CAPVM) )

s)

" DETEPMINE NUMBER OF OPENINGS AVAIl ABLE ON PERAD = PERCP+<CAPLK-VMOTO(LINK(ZNRD(M,J)>))

LINK.

INITIALIZE NUMBER OF VEHICLES ADVANCING ON GREEN LIGHT.

GREEN = 1 250 CONTINUE ADVA'NCE THE VEHICLES IN MOTION ON THE ROAD ZNRD(Mi J>

ACCORDING TO DELT AND THE VELOCITY OF TRAVEL ON THE ROAD. IF A VEHICLE HAS SUFFICIENT TIME AND RATE TO ADVANCE TO THE NEXT LINKING RQADi DETERMINE IF THE VEHICLE SHOULD BE. PUT IN A QUEUE OR TRAVEL ON THE LINK.

N = 0 260 IF (N. EG. VMOTO<ZNRD(Mi J))) GO TO 360 N = N+1 CHECK IF VEHICLE HAS ALREADY BEEN PROCESSED FOR THIS DELT. (ZNRDT=O:NOi =1-:YES. )

IF (ZNRDT(ZNRD(Mi J)i N). NE. 0) GO TO 350 (LINK DETERMINE IF VEHICLE WILL GO BEYOND ROAD DURING THIS DELT. (TIME=DISTANCE' RATE)

IF (DELT. LE. (FLOAT(DIST(ZNRD(MiJ) i N) )/FLOAT(VEL(ZNRD(M.J) ) ) > )

GO =

TO 340 A = (EVL+ < VMOTO ( ZNRD < Mi J) ) )+1. ) )

B = (NLANES(LINK(ZNRD(MiJ) ) ) )+(LEN(LINK(ZNRD(M>J) ) ) )

(; IF THE VEHICLE GOES BEYOND THE ROAD ZNRD(Mi J) i C CHECK IF ANY ROADS l EADING INTO THE LINK *RE c BACKED UP IF A BACKUP QUEUE EXISTS OR IF C THIS VEHICLE WILL CAUSE THE ROAD TO EXCEED C CAPACITY. AVERAGE VEHICLE LENGTH AT 15 i lILES C PER HOUR IS EQUAL TO 14. 20 METERS.

IF ( (FLBAC(LINK(ZNRD<MiJ) ) ). EG. 1). OR. (A. GT. B) ) GO TQ 270 GQ TO 300 C

C ,THERE IS A BACKUP QR QUEUE. PUT THE C VEHICLE AT THE END AN EXISTING QUEUE OR C FORM

• NEW ONE. THIS SIMULATES A TRAFF IC

~

C JAM OR STOP AND GO TRAFFIC BY STACKiNG

(: THE VEHICLES.

C 270 CONTINUE IF A ROAD HAS A FLAG'HEN THE QUEUE ALREADY EXISTS.

IF (FLBAC(LINK(ZNRD(MiJ) ) ). EG. 0) GO TO ZSO ADD VEHICLE TO THE END OF THE EXISTING BACKUP QUEUE.

IF (NBAC LINK( ZNRD

< (Mi J) ) > . GE. 6000) GOTO 290

NBAC (LINK( ZNRD(Me J) ) ) = NBAC (LINK< ZNRD(Mz J) ) ) +1 GQ TO 2'90 280 CONTINUE START A QUEUE AS VEHICLES IN l'IQTIQN BE-GIN. TO EXCEED ROAD'S SPACE LIMITATIONS.

NBAC(LINK(ZNRD<MrJ) ) ) = 1 FLBAC (LINK(ZNRD (M~ J) ) ) = 1 290 CONTINUE SET VEHICLES DISTANCE IN BACKUP QUEUE.

DISBAC (GRQAD< LINK<ZNRD(Mz J) ) ) i NBAC (LINK(ZNRD(Ms J) ) ) ) LEN(LINK 4 ( ZNRD(Mt J ) ) )+2 GO TO 310 300 CONTINUE DETERMINE IF THIS VEHICLE SHOULD BE ADVANCED UNDER GREEN LIGHT COND IT I ONS.

IF (GREEN. GT. PERAD) GQ TQ 270 GREEN = GREEN+1 THE PATH INTQ THE LINK I S CLEAR AND THE VEHICLE GOES BEYOND THE ROAD ONTO THE NEXT ROADS ITS LINK. DETERMINE DELT REMAINING.

GELT = DELT-(FLOAT(DIST<ZNRD(Mi J) i N) )/FLOAT(VEL(ZNRD(M>J) ) ) )

ADD THE NEW VEHICLE TO THE LINK'S LIST QF MOVING VEHICLES.

VMOTO(LINK(ZNRD(Mn J) ) ) VMOTO(LINK(ZNRD(M) J) ) )+1 I BECOMES NEXT MOVING VEHICLE INi LINK I = VMOTO(LINK(ZNRD<M'J)) )

DETERMINE POSITION OF VEHICLE I QN LINK.

DIST(LINK<ZNRD<MiJ) )i I) LEN<LINK(ZNRD(MtJ) ) ) (DELT<'VEL<LINK<ZNRD

'k(Mi J) ) ) )

C C FLAG THIS VEHICLE SO THAT IT MILL NOT BE C PROCESSED AGAIN FQR THIS DELT.

ZNRDT(LINK<ZNRD(Mi J) )i I) = 1 RETURN DELT TO ORIGINAL VALUE.

GELT = SAVET 310 CONTINUE C

C SINCE THE VEHICLE PASSED BEYOND THE ROAD INTO C ITS LINK> RELIST ALL OTHER MOVING VEHICLES ON l'HE C ROAD SEQUENTIALLY.

A = N 320 IF (A. EG. VMOTO(ZNRD(M> J))) GO TO 330 C F(A . GT. 1, 9 ) GQ TQ 330%%%%%44'wL  % P%w4'+%+%%'ww%44 "%%4 4%% 5+4<4 z4 %444 DIST(ZNRD(M> J>> A) = DIST<ZNRD(Me J)s A+1)

ZNRDT<ZNRD<Mi J)i A) = ZNRDT<ZNRD<Mr J)i A+1)

• = A+1 GO TQ 320'30 CONTINUE

Vl'1OTO<ZNRD<M J) ) = VMQTO(ZNRD<M J) )-1 N = N-1 GO TQ 350 340 CONTiNUL THE MOVING VEHICLE STAYS WITHIN THE ROAD ZNRD<Mi J) DURING DELT. DETERMINE ITS NEW POSITION ON THE ROADWAY.

DIST<ZNRD(Mi J)i N) = DIST(ZNRD(Mi J)i N)-(DELT+VEL(ZNRD(MiJ) ) )

ZNRDT(ZNRD(Mi J) i N) = 1 350 CONTINUE GO TQ 260 360 CONTiiNUE REEVALUATE VELOCITY OF TRAVEL ON ROAD ZNRD(Mi J) USING THE SUBROUTINE VELCP.

CALL VELCP ( NLANES ( ZNRD < Mi J ) ) NOt IVEL ( ZNRD ('Mi J ) ) i VMOTQ < ZNRD ( Mi J ) ) i V

~

%EL< ZNRD(Mi J) ) i LEN< ZNRD(Mi J) ) i FREFLOi VELZ) ll GO TQ 160 370 CONTINUE GO TO 150 380 CONTINUE INITIALIZE FLAGS TO ZERO SINCE THIS DELT HAS BEEN COl'lPLETED.

, DO 410 M=li ZEPZ PULL LOADING FLAGS FROM ALL ROADS.

I1 ~ NRDS(M)

DQ 400 J=ii I1 LOT( ZhlRD (Mi J) ) = 0 PULL PROCESS FLAGS FROM ALL VEHICLES.

I2 = VMOTO(ZNRD<MiJ))

DO 390 N=ii I2 ZNRDT<ZNRD(Mi J) i N) = 0 3'PO CONT INUE 400 CONTINUE 4 10 CONTINUE C

(: INCREMENT TIME USING INTEGER INT.

420 IhlT = INT+1 C = C~i PRINT OUTPUT ONCE EVERY FIVE MINUTES.

iF ((C. NE. TYP). AND. (POPEPZ. NE. 0) ) GO TO 680 C = 0 CLEAR DUMMY EXIT ROAD OF VEHICL-S.

VMOTQ<EX) = 0 CALCULATE TIME IN HOURS. l'1 INUTES. AND SECONDS

e KTL = T IHE ITL = 0 BTL = 0 C

430 IF (KTL. LT. KININ) GO TQ 440 KTL = KTL-KIi'1 IN ITL = ITL+KI ONE GO TQ 430 440 CONTINUE 450 IF -(KTL. LT. KIHOUR) GQ TO 460 KTL = KTL-KIHOUR BTL ~ BTL+KIONE GQ TO 450 460 CONTINUE PRINT INITIAL VEHICLE POPULATION.

WRITE (LUi 830) INTPOP PRINT PRESENT TINE.

WRITE <LUi 840) TIMEi ITLu BTLi KTL INITIALIZE POPULATION BY RADIAL DISTANCE TO ZERO.

DQ 470 A= 1 i EP Z POPRAO<A> = 0 470 CONTINUE PRINT POPULATION ON EACH ROAD SEGMENT IN THE ZTWO NUl1BER OF ZONES BETWEEN THE ORIGIN AND THE TWO NILE RADIUS AND DETaRNINE THE POPULATION IN TWQ NILE RADIUS.

POPTWQ = 0 POPZN = 0 N = 0 480 IF (N. EG. ZTWQ) GO TO 520, N = 8~1 J = 0 490 IF ( J. EG. NRDS(N) ) GQ TO 510 J = J+1 PQP = (NRAN(ZNRD(N> J))+NLQD(ZNRD(lli J))+NBAC(ZNRD(N. J>)+VNOTO<ZNRD P(Mi J) ) )

IF (POP. EG. 0) GO TO 500 WRITE (LUi 850) Ni ZNRD(Mi J) i POPE NRAN( ZNRD< Ms J) ) i NLOD ( ZNRD( Mi J ) > i 4NBAC ( ZNRD (Mi J) ) i VNQTO ( ZNRD (Ni J > )

500 PQPZN = PQPZN+POP POPRAD(RADIS(ZNRD<N. J))) = PQPRAD(RADIS(ZNRD(N. J>))+POP GO TO 490 510 CONTINUE li WRITE ( 860) Ni POPZN WRITE (LUi 860> Me POPZN PGPTWO = PQPTWQ+POPZN POPZN = 0 GO T.O 480 520 CONTINUE WRITE (LUi 870) POPTWO

PRINT THE POPULATION OF EACH ROAD SEGMENT IN THE ZFIV

" 530 NUMBER OF ZONES BETWEEN THE TWO AND FIVE MILE RADIUS AND DETERMINE THE POPULATION IN THE FIVE MILE RADIUS.

PQPFIV = POPTWQ IF (M. EG. ZFIV) GO TO 570 M = M+1 J=O 560 IF <J. EG. NRDS(M)) GO TO 560 J = J+1 POP = <NRAN<ZNRD(M J))+NLOD(ZNRD(M J))+NBAC(ZNRD(M J))+VMOTO(ZNRD

%(Mi J) ) )

IF (PQP. EG. 0) GQ TQ 550 WRITE (LUi 850) Mi ZNRD (Ma J) s POPi NRAN( ZNRD(Mi J) ) z NLOD ( ZNRD(Mi J) ) i 4NBAC < ZNRD < Ms J) ) VilQTO ( ZNRD(Ms J) )

550 POPZN = POPZN+POP POPRAD(RADIS(ZNRD(M. J) ) ) = POPRAD(RADIS(ZNRD<Mi J) ) )~POP GO TO 540 550 CONTINUE WRITE ( Ie 860) Mi POPZN WRITE (LUi 860) Mi POPZN POPFIV = POPFIV+POPZN .

POPZN = 0 GO TO 530 570 CONTINUE C

WRITE (LUs-880) POPFIV PRINT POPULATION OF EACH ROAD SEGMENT IN THE ZTEN ZONES BETWEEN THE FIVE AND TEN MILE RADIUS AND DETERMINE THE POPULATION IN THE TEN MILE RADIUS.

POPTEN = POPFIV IF (M. EG. ZTEN) GO TO 620 M = M+1 J = 0 590 IF ( J. EG. NRDS(M) ) GO TO 610 J = J+1 POP = (NRAN( ZNRD < i~1') ) +NLQD ( ZNRD ( Mi J) ) +NBAC ( ZNRD (Ni J) ) +VMQTO ( ZNRD O(Mi J) ) )

IF (POP. EG. 0) GO TO 600 WRITE (LU 850) Mz ZNRD<M) J)z PQPi NRAN< ZNRD<Ma J) ) NLOD(ZNRD<M> J) )s

%NBAC(ZNRD<M. J)) VMOTO(ZNRD<Mi J))

~

600 POPZN = POPZN+POP PQPRAD(RADIS<ZNRD<Mi J) ) ) = POPRAD(RADIS(ZNRD(Mi J) ) )+POP GO TO 5'70 610 CONTINUE WRITE ( ji 860) Mi PQPZN WR I TE ( LU> 860 ) Me POP ZN POPTEN = POPTEN+IFIX (POP ZN)

POPZN = 0 GO TQ 580 620 CONTINUE

WRITE (LUi 890) PQPTEN PRINT POPULATION OF EACH ROAD SEGMENT IN THE ZEPZ c ZONES BETWEEN THE TEN MILE RADIUS AND THE BOUNDARIES FOR THE ENTIRE EPZ AND DETERMINE POPULATION IN THE EPZ.

POP EPZ = PQPTEN IF (M. EG. ZEPZ) GQ TO 660 M = M+1 J=0 h40 IF (J. EG. NRDS(M)) GO TO 650 J = J+1 POP = (NRAN(ZNRD(M J))+NLOD(ZNRD(M. J))+NBAC<ZNRD<M J))~VMOTO(ZNRD

'4(M> J) ) )

WRITE < LUi 850) M> ZNRD (M> J) PQP> NRAN( ZNRD(M> J) ) NLOD ( ZNRD (M>

> > J) ) >

%NBAC( ZNRD(M> J) ) VMOTO(ZNRD(M> J) )

POPZN = POPZN+POP POPRAD (RADIS< ZNRD( Mi J) ) ) POPRAD<RADIS( ZNRD(Mi J) ) ) +POP GQ TO 640 h 50 CONTINUE WRITE (1> 860) Mi POPZN WRITE (LU> 860) M. POPZN POP EP Z = POP EP Z+POP ZN POP ZN = 0 GO TO 630 660 CONTINUE C

WRITE (LUi 900) POPEPZ IF ( INT. EG. 1) INTPQP = POPEPZ WRITE THE PERCENT QF VEHECLES THAT l.lAVE BEEN EVACUATED SO FAR IF( INT . GT. 1 ) PERPQP~ ( 1-FLOAT(PQPTEN) /FLOAT ( INTPQP ) ) <<100.

WR I TL < LU> '%OS ) PER POP WRITE (LUi 910) INT PRINT POPULATION AS A FUNCTION OF RADIAL DISTANCE.

WRITE (LU> 920) ITL> BTLi KTL (PQPEPZ. LE. 0) GO TO 6'PO IF (INTPOP. LE. 0) GO TO 670 DQ h70 A=1i EPZ PERLEN = ((FLOAT(PQPRAD<A))/FLOAT(POPEPZ))+100. 0)

('F C

PERCP I1 = A-1

&70 CONTINUE

= ((FLQ*T<PQPR*D(A))/FLOAT(INTPQP))+100. 0)

WRITE (LU> 930) I1 Ai POPR*D(*) PERLEN.

~ > PERCP PR INT VEHICLES P. -l'lAIN ING AND NUMBER QF VEHICLES EXITED.

A = INTPQP-PQPTEN WRITE (LUi S'40) PQPTENi A A = IiVT>~OP-POPE>~ Z WRITE (LUi 'F50) POPEPZi A ElID OF MAIN LOOP CONTINUE

0 GO TO 140 690 CONTINUE C ++++++ CALL THE SYSTEM TIMER FOR ENDING TIME CALL TIMDAT ITIME 15) <

PRINT 960> ( ITIME(I ) I=I 10) > >

WRITE (LU> '960) ( ITIME( I ) I=i 10) > >

CALL CLOS%A < 1 )

CALL CLOS%A <2)

CALL EXIT STOP c

C C

7 05 FORMAT( 'HIS IS A RUN MADE QN THE '6A2. 'OUNTY FILE ON DATE='.

klX> 2(A2>> f ) A2> 4X> 20( lH+)

> ~ I III) 710 FORMAT (16A2) 720 FORMAT ( 'NPUT FILE NAME IS ... '> 16A2) 730 FORMAT ( I 1> I4> I3> F4. 2> I5> I2> IZ> I 5> F6. 2> F6. 2)

FORMAT (If> 'U= Il 'ELT= 'YP= '> I3> 'RACT= '> F4. 2> '

740

%F6. 2> '= '> F6. 2) 750 FORMAT ( I3> I3> I3> I3> I3> I3> I3)

'> ~

'kAXDEP= '> I5> 'QPVEH= '> I2. 'GCODE= '> I2. 'LORAT= '> I5>

'> I4>

'VL=

760 FORMAT ( 'TWO= ', I3,

'> I3> 'X= '> I3> 'PZ=

'FI V=

'> I3)

', I3, 'TEN= ', I3, 'EPZ= ', I3, 'STG 770 FORMAT (F10. 0> I10> F10. 0) 780 FORMAT ( '++ZONE: '> I2. 'QPZN= '> F6. 0> 'RDS= '> I2> 'ENRDS=

4> F7. 0) 790 800 FORMAT ( I 10> I10> I10> I10> I10> IIO. I10)

FORMAT (

$ hlOMVEL= r I2>

'NRD: '> I3. 'INK=

NLANES= > I2>

'> I3> 'EN=

NRSEC= > I3)

'> I6> 'ADIS= '2 810 FORMAT ( I10> I10> I10. F10. 2) 820 FORMAT ( '+ISTG: ROAD= '> I3> 'ENSTG= '> I5> 'OPSTG= '> I6>. 'VS

$ TG= '> F6. 2) 830 FORMAT (///> 'HE INITIAL VEHICLE POPULATION WAS = '> I9) 840 FORMAT ( 'OTAL TIME ELAPSED= ' I8> 'ECQNDS OR ' I 4>

')

'OURS>>'4>

MINUTES> AND 850 FORMAT ( 'EHICLE

'> I4> 'ECONDS.

POPULATION OF ZONE='> I2> 'OAD='> 'S

')

I3> EQUAL

%TO '> I5> 2X> 'UEUES: NRAN= '> I4>

%TO= '> I3)

'LQD= '> I3> 'BAC= '> I4> 'MO 860 FORMAT (16X 870 FORMAT (4X>

'HE

'HE VEHICLE POPULATION IN ZONE='. IZ VEHICLE POPULATION IN THE TWO MILE RADIUS'>

'S 'S 880 FORMAT <3X. 'HE VEHICLE POPULATION IN THE FIVE MILE RADIUS'> 'S 4> IS' S'> I9)

$ 90 FORMAT <6X> 'HE TOTAL VEHICLE POPULATION IN THE TEN MILE '>> RADIV

%S = '> I5) 900 FORMAT <6X 'HE TOTAL VEHICLE POPULATION IN THE ENTIRE -PZ= '7)

'905 FORMAT ( f > 6X> THE PERCENT OF THE INITIAL POPULATION THAT HAS BEEN

'$EVACUATED = 'F6. 2. '%' I) 910 FORMAT ( '

~

$ 5)

'920 FORMAT ( / 'EHICLE POPULATION AS A FUNCTION OF RAD IAL ' 'D I STANC-AT TINE: '> I4> 'OURS>>'4> 'INUTES> AND '> I4> 'ECONDS. ')

930 FORMAT ( 'ADIUS - '> I2> '-TQ '> I2> '---POPULATION= '> I5> ' THE OF REMAINING VEHICLES='> F6. 2. ' 4 '> 'HE  % OF INITIAL VEHICLE

SS= 'r F6 ' ')

940 2>

-VEHICLE POPULATION FORMAT -TOTAL VEHICLE POPULATION WITHIN TEN MIL S= ',, I5, OUTSIDE TEN MILES= 'i I5i '

'750 FORMAT ( ' TOTAL VEHICLE ' POPULATION '

WITHIN FPZ= 'i I5i

-VEHICLE POPULATION OUTSIDE I 5>

EP Z=

)

960 FORMAT ( 1 SKS): ', 2( I3, i ////iI3>T5iI> DATE:

': ') i T5, 'CPU

> Z(A2i / ) i A2>

TIME (SECi TICKS):

ll> T5> TI> IE (MIN> SEC> TIC

'> I4, ': '> I3i li T5i 5 DISK I /0 < SEC> TICKS ): > I4> .' 13> I/> T5> < 330 TICKSISECQND ) )

END SUBROUTINE LOAD (ROAD> DELTi TIMEi FRACT> POPVEHi GROAD> NRANi NLOD> FLLQD 4> MAXDEPi PQPRD)

C

(: AN INTERNAL PROCEDURE LOAD LOADS STATIONARY VEHICLES INTO C THE LOADING QUEUE FQR THE ROADWAY PARAMETEP.IZED.

C C DECLARATION QF VAR IABLES.

C IMPLICIT INTEGER (D)

C C LABELLED COMMON:

C COMMON /LCOMl DIST(30> 6000) i DISRAN(30> 6000) i DISLOD< 30i 6000) i

%DISBAC (30i 6000) i DISTOT(30> 6000) i ZNRDT(30> 6000)

REAL VEHLD ( 145)

NUMBER QF VEH LOADING I N THIS DELT REAL FRACT

=FRAG T INTEGER A( 145)

COUNTER FQR VEHICLES ORIGINAL POS.

INTEGER~4 TIME INTEGER +2 MAXDEP PQPVEH> PQPRDi

> I i ROAD> NRAN> NLQD> FLLQDi GRQAD I

C FLLQD=FLLOD(RQAD)

C I= REPRESENTS VEHICLE NUMBER C NLOD=NLOD(ROAD)

C NRAN=NRAN(ROAD)

C PQPRD=POPRD(ROAD)

C GROAD=GRQAD C ROAD=REPRESENTS ROAD PARAMETER EXCHANGED C INITIALIZE VEHICLE LOADING ARRAY TO ZERO AT THE START.

IF (TIME. NE. INTL(DELT)) GO TO 10 VEHLD<RQAD) = 0. 0 A<ROAD) = 0 10 CONTINUE DETERMINE THE PERCENTAGE OF THE POPULATION AND THE CORRESPONDING NUMBER QF VEHICLES THAT SHOULD BE LOADED DURING DELT ACCORDING TO THE LOADING FUNCTION.

IF (((MAXDEP+0. 5). GE. TINE). QR. (TIME. GT. (MAXDEP+0. 75) ) ) GO TO 20 IF < ( INTL M*XDEP~O. 5) .

< GE. TINE) . OR. (T IME. GT. INTL < MAXDEPNO. 75) ) )

1 GO TO 20 VEHLD<RQAD) = <((( 1. -FRACT)+FLOAT(DELT))/<FLOAT(MAXDEP)+.5))~

0!FLOAT(PQPRD)/FLOAT<PQPVEH)))+VEHLD(ROAD)

C C

20 CONTINUE c

C IF ( (TIME. LE. (MAXDEP4. 25) ). OR. ( (TIME. GT. (M*XDEP+. 5) ). AND. (TIME. LE.

"C '4(MAXDEP+. 75)))) GO TO 30 C

IF ( (TIME. LE. INTL(MAXDEP4. 25) ). OR. ( <TIME. GT. INTL<MAXDEP+. 5) ). AND.

1 (TIME. LE. INTL(MAXDEP+. 75)))) GOTO30 VEHLD<RQAD) = (((( 1. -FRACT)<FLOAT(GELT))/FLOAT(MAXDEP))+(FLOAT

%(POPRD)/FLOAT(POPVEH)))+VEHLD<ROAD) 30 CONTINUE IF <TIME. GT. INTL(MAXDEP+. 25)) GO TQ 40 VEHLD<ROAD) = <((FRACT+FLOAT(DELT))/(. 25+FLOAT(MAXDEP)))+(FLOAT

%(PQPRD)/FLOAT(POPVEH)))+VEHLD(ROAD) 40 CONTINUE IN AN EFFORT TO AVOID ROUND-QFF ERRORS REDUCE REQUIREMENT TO LOAD VEHICLE WHEN NRAN IS EQUAL TO THE LAST VEHICLE.

50 IF (NRAN. NE. 1) GO TO 60 IF (VEHLD(ROAD). LT. 0. 699) GO TO 100

, GO TO 70 60 CONTINUE LOAD THE VEHICl ES INTO THE LOADING QUEUE IN ORDER FROM RANDOMLY'ORDERED QUEUE NRAN FOR THIS DELT.

IF (VEHLD(ROAD). LT. 1.'0) GO TO 100 70 CONT INUE

= NLOD+1 A<ROAD) = A(ROAD)+1 C

C' IF <NRQN. EG. 0) GO TQ 90 DISLOD(GROAD. I) = DISRAN(GROADi A(ROAD) )

NRAN = NRAN-1 ~

NLOD = NLQD+1 IF THE VEHICLE IS THE FIRST ELEI'lENT IN THE ROAD 'S LOADING GUEUEi PUT A FLAG ON THE QUEUE.

IF (NLOD. GT. 1) GQ TO 80 FLLOD = 1 80 CONTINUE lv'R I TE ( LUz 97S ) FLLOD FORMAT ( 'OADR: FLLOD=- ' I2 )

PEDUCE VEHLD(ROAD) BY THE VEHICLE LOADED.

' VEHLD(ROAD) = VEHLD(ROAD)-1. 0 GO TO 50 90 CONTINUE 100 CONT I NUE RETURN

%%%W44%4%%%+4"k4%4%%%%+k+%%W%%+W%%%%%%4%%%%%%%%%%W%%%%%%+%%%%%%

END SUBROUTINE PLACE (ROADS VMOTOc GRQADt NLODi FLLODs NBACu FLBAC> NTQT>

%FLTOTz NLLENe LENi EVL )

C AN INTERNAL PROCEDURE PLACE MILL DETERMINE IF A ROAD 'S C CAPACITY IS FULL AND SET VEHICLES IN MOTION FROM THE COMBINED C LIST QF NTOT.

C C DECLARATION QF VARIABLES.

C REAL EVL IMPLICIT INTEGER (D)

C C LABELLED COMMON C

COMMON /LCQMI DIST(30 6000) DISRAN(30 6000) DISLQD(30 6000)

+DISBAC (30i 6000) i DISTOT(30'000) i ZNRDT(30'000)

INTEGER +4 LEN INTEGER +2 A. D. C. I ROAD NLLEN VMOTO. GRQAD NLOD FLLQD NBAC. FLBACi N

'%TOT, FLTOT ROAD... REPRESENTS ROAD PARAMETER

(

~

NLLEN.. REPRESENTS ROAD LENGTH + NLANES C LEN.... REPRESENTS ROAD LENGTH C VMOTO.. =VMQTQ(ROAD)

C C

('\ SET UP

• TOTAL LIST OF QUEUED VEHICLES TO BE PUT QN THE ROAD BY COMBINING LOAD ON TOP OF BACKUP QUEUE.

NTOT = 0 IF (FLLQD. EG. 0) GO TO 30 I = 0 10 IF ( I. EG. NLOD) GQ TO 20 I = I+1 NTQT = NTQT+ 1 DISTQT(@ROAD, NTOT) = DISLQD(eROAD, I)

GO TO 10 20 CONTINUE FL TOT = 1 GO TO 40

-0 CONT I NUE L

FLTOT =- 0 40 CONTINUE

IF (FLBAC. EG. 0) GO TO 90 I = 0 IF ( I. EG. NB*C) GO TO h0 I = I+1 NTOT = NTOT+1 DISTQT(GROADi NTOT) = DISBAC(GROADi I )

GO TO 50 CONTINUE FLTQT = 1 IF (FLLQD. EG. 1) GQ TO 70 NTOT = NBAC GO TQ SO 70 CONTINUE NTOT = NLOD+NDAC CONTINUE 90 CONTINUE CHECK THE CAPACITY OF THE LENGTH QF THE ROAD. AS LONG AS THERE IS ROOM QN THE ROAD AND VEHICLES IN NTOT. THEY WILL BE PLACED ON THE ROAD. IF THE LENGTH OF ALL VEHICLES ON THE ROAD PLUS THE NEW ONE IS LESS THAN THE LENGTH OF THE ROAD THEN IT WILL BE ADDED. AT 15 MILES PER HOUR AN AVERAGE VEHICLE OCCUPIES 14. 20 METERS.

A = 0 B = 0 100 IF ((FLTOT. EG. 0). OR.(B. EG. -1)) GO TO 170 IF ((EVL>(VMOTO+1)). GT. NLLEN) GO TO 140 VMOTO = VMOTOi.i A = A+1 IF <DISTOT(GROADi A). GT. LEN) GQ TQ 110 DIST(RO*Di VMOTO) = DIST(GROADi A)

ZNRDT<ROADi VMOTO) = 0 GO TO 120 110 CONTINUE DIST(ROAD Vl'lOTO) = L N ZNRDT<ROADi VMOTO) = 1 120 ,CONTINUE NTOT = NTOT-1 IF <NTOT. GT. 0) GQ TO 130 FLTOT = 0 NTOT = 0 FLLOD = 0 NLQD = 0 FLBAC = 0 Na*C = 0 RETURN

1 I l

130 CQNTINUL=

C GQ TQ lv0 1 40 CONT I NUE e

WRITE ( 1 260) ROAD Ii = A+1 DQ 150 C=I Ii NTQT IF (DIST(GRQADi C). LE. LEN) GO TO 150 DIST(GRQADi C) = LEN 2 50 CONTINUE B = -1 160 CONTINUE GO TO 100 170 CONT INUE DELETE PLACED VEHICLES FROM THE QUEUES THEY WERE ORIGINALLY IN. (EITHER NLOD OR NBAC. )

IF (A. EG. 0) GO TO 250 B = NLOD-*

IF (B. NE. 0) GQ TO 180 FLLQD = 0 NLQD = 0 GQ TO 230 Seo CONTINUE I- (B. GT. 0) GO TO 190 Fi LOD = 0 NLQD = 0 NBAC = NB AC+8 GO TO 240 1'PO CONT INUE IF (B. LT. 0) GO TO 220 I = 0 200 IF ( I. GE. (NLOD-*) ) GO TO 210 I

D SLOD ( GR GAD z NLOD A ) I D SLOD ( GROADt NLOD )

NLQD = NLQD- 1 GQ TO 200 210 CONTINUE NLQD = B 220 CONTINUE 230 CONTINUE 240 CONTI NUE 250 CONTINUE RETURN k.H 5++04 00e00+%W+4+++%4 4

0 260 FORMAT('++ ROAD'i 14' IS FULL. ++')

END SUBROUTINE VELCP (NLANES> NMVELe VVMOTQi VVELi VLENi FREFLQi VELZ )

AN INTERNAL PROCEDURE VELCP DETERMINES THE VELOCITY OF TRAVEL ON A ROADWAY ACCORDING TO THE CAPACITY FUNCTION.

THEREFORE CHECK IF THE NUMBER OF VEHICLES LOADING WILL INCREASE THE ROAD'S VEHICLE POPULATION BEYOND THE ROAD'S NOMINAL LOADING CAPACITY. THE MINIMUM VELOCITY SET FOR A ROAD IS STOP AND GO TRAFFIC AT 15. 0 MILES PER HOUR.

15. 0 MI/HR IS EQUAL TO MINVEL IN METERS PER SECOND.

DEC LARATION OF VAR IABLES.

REAL MM SLOPE QF THE VELOCITY CAPACITY FUNCTION REAL Z TIMES CAPACITY DETERMINES CHANGE FROM VELOCITY A FREE FLOW TO VELOCITY LESS THAN FREE FLOW.

REAL FREFLO IS FREE FLOW RATE IN AUTOS/LANE-SECOND INTEGER +4 VLEN INTEGER +2 Xt Bi NLANES> NMVELi VVMOTOt VVEL> V> NMCAPz MXCAP> MINVEL B....... Y-INTERCEPT OF FUNCTIONS SLOPING LINE MINVEL.. MIN. VEL. IN METERS/SECOND MXCAP... ROAD 'S CAPACITY *T MINIMUM VELOCITY NLANES.. REPRESENTS NUMBER OF LANES ON ROADWAY NMCAP... ROAD'S CAPACITY AT FREE FLOW VELOCITY NMVEL... REPRESENTS NOMINAL VELOCITY PARAMETER ROAD.... REPRESENTS ROAD PARAMETER V....... IS MIN. VEl . IN MI/HR VLEN.... REPRESENTS ROAD LENGTH PARAMETER VVEL.... REPRESENTS VELOCITY PARAMETER VVMOTO.. REPRESENTS VMOTO PARAMETER X....... VALUE OF X 'COORDINATE OF FUNCTION FIND THE ROAD 'S VELQC ITY BY THE LINEAR FUNCTION Y= ( M+X ) +B.

IF THE NUMBER OF VEHICLES IN MOTION AND LOADING FOR THIS DELT DOES NOT EXCEED THE ROAD'S NOMINAL CAPACITY> THEN THE ROAD 'S VELOCITY REMAINS THE NOMINAL VELOCITY.

Z =0.8 SHOULD BE 0. 8 V = VELZ C. V IS NOW AN DATA INPUT VARIABLE. 9/14/8ii MAITLAND LEE C.

C SHOULD BE 15 MILES HOUR C

DETERMINE MINIMUM VELOCITY IN METERS PER SECOND.

M INVEL = ( FLOAT ( V ) w. 447 )

DETERMINE CAPACITY FROM MAX. VELOCITY AND MIN. VEL. SLOPE.

NMCAP = (FREFLO+FLOAT(NLANES)+FLO*T<VLEN))/FLOAT(NMVEL)

MXCAP = (FREFLO+FLOAT<NLANES)+FLOAT(VLEN))/FLOAT(MINVEL)

IF (VVMQ'fQ. LE. <Z>hlMCAP) ) GO TO 20 C

I TE 408

'++

C WR < LUe ) VVMOTOo NMCAP i ROAD 408 FORMAT< NOTICE: VEHICLES= ', i 10, 'AVE EXCEEDED ',

X 0. 8 NOMINAL CAPACITY= 'i 110' ON ROAD= '~ I4)

MM=NOMINAL VELOCITY QF THE ROAD DIVIDED BY ITS NOMINAL CAP AC I TY.

MM = <FLOAT(MINVEL)-FLOAT(NMVEL))/<FLOAT(MXCAP)-(2+FLOAT(NMCAP)))

X=NUMBER OF VEHICl ES IN MOTION PLUS THE NUMBER LOADING MINUS THE ROAD'S NOMINAL CAPACITY.

X = (VVMOTO-<Z+NMCAP))

B=THE ROAD 'S NOMINAL VELOCITY.

B = NMVEL C

C DETERMINE NEW VELOCITY OF TRAVEL VVEL = (MM+X)+B BE SURE MIN VALUE OF ROAD'S VELQC I TY IS MINVEL.

IF (VVEL. GE. MINVEL) GO TQ 10 VVEL = MI NVEL 10 CONTiNUE 20 CONTINUE RETURN 0

END

0 ATTACHMENT 2 This attachment includes two example computer runs. The first run is FRKTREE8, a residential population only, normal weather condition run from Franklin County, quadrant II, Tree 8 sectors; east southeast, southeast, and south southeast. This tree took the longest to evacuate in quadrant II and is therefore the limiting factor for that quadrant as indicated in Table 7 and illustrated in Figure 8.

The second run is BENTREE1, a general population, normal weather condi-tion run for Benton County, quadrant III, Tree 1 sector s; south southwest and south. southeast. This area starts at WNP-1, -2, and -4, and includes many of the ISTGs (Independent Special Traffic Generators).

37

THIS IS A RUH t)AOE OH THE FRKTREE8A COUHTY FILE OH DATE= 0'9/23/82 ~~% PAGE 1 THIS IS A RUH iiAOE OH THE FRKTREE8A COUHTY FILE OH DATE= 09/23/82 xxKt'iKwwxx%arx%>xxxx DATE: 09/23/82 TINE (NIHISECI TICKS) 558 20 251 CPU TINE (SECI TICKS): 5:203 DISK I/O (SEC,TICKS): 8:299

( 330 TICKS/SECOND )

LU= 6 DELT= 25 TYP= 24 FRACT= 0,10 ))AXDEP= 3600 POPV EH= 3 LGCODE= 14.20 1 FL ORAT= 100D EVL= V= 15.00 ZTMO= 0 ZFIV= 1 ZTEH= 4 ZEPZ= 4 ISTG= 1 EX= 40 EPZ= 11 i*tZOl(E: 1 POPZH= 26. NRDS= 2 LEHRDS= 3000.

ZHRD: 1 LIHK= 3 LEH= 1500 RADIS= 5 HONEL= 40 HLAHES= 1 HRSEC= 2 POPRD= 15 HRAH= 5 IHCDIS= 300 ZHRO: 2 LINK= 3 LEH= 1500 RAOIS= 5 HO)lVEL= 30 NLANES= 1 NRSEC= 1 POPRD= 15 HRAH= 5 IHCDIS= 300

"-':ZONE: 2 POPZH= 168. HROS= 17 LENROS= 35500,

'ZHRD: 3 LIHKi= LEH= 15aa RADIS= 7 HONEL= 40 HLAHES= 1 HRSEC= 4 POP 9 HRAH= 3 IHCDIS= 500 Z 4 LINK= 7 LEH= 1500 RADIS= 7 HO)lVEL= 40 HLAHES= 1 HRSEC=

P 9 NRAH= 3 IHCOIS= 500 ZHRD: 5 LIHKi= 9 (.Et(= 3500 RADIS= 9 NOIlUEL= 40 HLAHES= 1 NRSEC= 6 POPRO= 18 HRAH= 6 IHCDIS= 583 ZHRD: 6 LINK= 9 LEH= 2000 RADIS= 9 HONEL= 30 HLAHES= 1 HRSEC= 5 POPRO= 9 HRAil= 3 IHCDIS= 666 Zt(RD' LINK= 14 LEt(= 2000 RADI S= 7 HOtiVEL= 40 HLAHES= 1 HRSEC= 10 POPRD= 9 t(RAN= 3 INCDIS= 666 ZHRD: 8 LINK= 12 LEH= 2500 RAD IS= 8 HONEL= 3D HLAHES= 1 HRSEC= 11 POPRD= 12 HRAH= 4 IHCDIS= 625 ZHRD: 9 LINK= 13 LEH= 2500 RAOIS= 9 HOtiVEL= 30 HLAHES= 1 HRSEC= 12 POPRO= 12 t(RAN= 4 IHCOIS= 625 iHRD: 10 LINK= 14 LEH= 1000 RADIS= 7 HO(iVEL= 30 HLAHES= 1 HRSEC= 7 POPRO= 6 HRAH= 2 IHCOIS= 500 iHRD: 11 LINK= 12 LEH= 1500 RADIS= 8 HOtiVEL= 40 HLAHES= 1 HRSEC= 8 POPRD= 9 HRAH= 3 IHCDIS= 500 Zt(RD'2 LINK= 13 LEH= 2500 RADI 5= 9 HOt(VEL= 40 HLAHES= 1 HRSEC= 9 POPRD= 12 HRAti= 4 IHCDIS= 625 ZNRD: 13 LIHK= 40 LEH= 2000 RADIS= la HOBVEL= 40 HLANES= 1 t(RSEC= 0 POPRD= 9 NRAH= 3 IHCDIS= 666 ZNRD: 14 LINK= 23 LE)(= 1500 RADIS= 8 HONEL= 40 HLAHES= 1 HRSEC= 16 POPRO= 3 INCDIS= 500 Zi<RD: 15 LltlK= 18 LEH= 1500 RADIS= 9 HOHUEL= 30 HLA)'(ES= 1 NRSEC= 17 POPRO= 9 HRAi'i= 3 IHCDIS= 500 ZHRD: 16 LItlK= 23 L EN= 250D RADIS= 7 t(O)(VEL= 40 t(LAHES= 1 NRSEC= 14 POP 12 i(RAiN= 4 INCOIS= 625 ZH(. LIHK= 18 LEH= 1000 RADIS= 9 HO(iVEL= 30 HLAHES= 1 i'(RSEC= 15 POPR - 6 HRAH= 2 INCDIS= 500 ZHRD: 18 LIt(K= 40 LEH= 3000 RADIS= 10 NONEL= 3O HLA)lES= 1 HRSEC= 0

?OPRD= 15 i'(RAt(= 5 It(CDIS= 600

', THIS IS P RUH PiADE OH THE FRKTREEBA COUNTY FILE OH DATE= 09/23/82 <<>>>> PAGE 2 Z '9 LIHK= 29 LEH= 3500 RADIS= 10 HONEL= 30 6 IHCDIS=

HLAHES= 1 HRSEC= 28 18 HRAH= 583 3 POPEH= 190. NRDS= 15 LEHRDS= 35000.

ZiID: 20 L li'lK= 27 LEtt= 6000 RADIS= 7 ttotlVEL= 40 HLAHES= 1 HRSEC= 22 POPRO= 33 ttRAH= 11 IHCOIS= 545 ZNRD: 21 LltiKi= 24 LEH= 2000 RADIS= 8 HONVEL= 30 HLAHES= 1 HRSEC= 23 POPRO= 12 HRAN= 4 INCOIS= 5OO ZHRD: 22 LINK= 27 LEH= 2000 RADIS= 8 ttotiVEL= 30 HLAHES= 1 HRSEC= 20 POPRO= 12 HRAH= 4 IHCDIS= 500 ZHRD: 23 LINK=,24 LEH= 1500 RADIS= 8 HOtiVEL= 40 tiLAHES= 1 HRSEC= 21 POPRO= 9 HRAH= 3 IHCDIS.= 500 ZHRD: 24 LIHK= 25 LEH= 1000 RADIS= 8 ttOftVEL= 40 HLAHES= 1 HRSEC= 26 POPRO= 6 tfRAH= 2 IHCDIS= 500 I ZHRD: 25 LINK= 30 LEH= 1000 RADIS= 9 ttOflVEL= 40 XLAHES= 1 HRSEC= 27 POPRO= 6 HRAN= 2 IttCDIS= 500 ZHRD: 26 LINK= 25 LEH= 3500 RADIS= 8 tiotiVEL= 30 HLAHES= 1 HRSEC= 24 POPRO= 18 NRAN= 6 IHCOIS= 583 ZHRD: 27 LINK= 30 LEH= 3000 RADIS= 9 HOflVEL= 40 HLANES= 1 HRSEC= 25 POPRD= 13 HRAH= 6 IHCOIS= 50D ZNRD: 28 L'ItiK= 29 LEH= 3500 RADIS= 10 HOttVEL= 30 HLAHES= 1 HRSEC= 19 ieiRO= 18 HRAH= 5 IHCDIS= 583 ZttRD: 29 LINK= 40 LEH= 500 RADIS= io HOf!VEL= 30 HLAHES= 1 HRSEC= 19 POPltO= 3 tlRAN= 1 IHCDIS= 500 ZHRD: 30 LINK= 33 LEH= 2000 RADIS= 9 HOflVEL= 40 HLAHES= 1 HRSEC= 31 POPRD= 12 HRAtf= 4 INCOIS= 500 ZHRD: 31 LINK= 33 LEll= "

3500 RADIS= 9 ttottVEL= 30 NLAHES= 1 HRSEC= 30 PO 18 HRAH= 6 INCOIS= 583 l 2 LltiK= 34 LEH= 3000 RADIS= 10 HOflVEL= 30 HLAHES= 1 HRSEC= 33 POi 18 HRAH= 6 IHCDIS= 500 ZtiRD: 33 LINK= 34 LEH= 2000 RADIS= 10 HONEL= 40 HLAHES= 1 HRSEC= 32 POPRO= 12 HRAH= 4 IHCDIS= 500 ZHRD: 34 LINK= 40 LEH= 500 RADIS= 10 HOllVEL= 40 HLAtiES= 1 HRSEC= 0 POPRO= 3 HRAH= 1 IHCDIS= 500

>>>>>>ZOtlE: POPZH= 45. NRDS= 5 LENRDS= 15500.

ZHRO: 35 LINK= 37 LEH= 3500 RADIS= 8 HONVEL= 40 HLAHES= 1 HRSEC= 36 POPRD= 12 NRAH= 4 IHCDIS= 875 ZitRD: 36 LI'lK= 37 LEH= 5500 RADIS= 8 HOWEL= 30 HLAHES= 1 NRSEC= 35 POPRD= 15 HRAH= 5 IHCDIS= 1100 ZtiRO'7 LINK= 39 1.EH= 2500 RAOIS= 10 NONVEL= 40 HLANES= 1 HRSEC= 38 POPRD= 9 HRAH= 3 IHCDIS= 833 ZHRO: 38 LINK= 39 l.EH= 3500 RADIS= 10 HOtlVEL= 30 HLAHES= 1 NRSEC= 37 POPRD= 12 HRAH= 4 ItiCDIS= 875 ZHRO: 39 LINK= 40 LEH= 500 RADIS= 10 HONVEL= 40 HLAHES= 1 HRSEC= 0 POPRD= 3 HRAfl= 1 IHCDIS= 500

>>x>>ZONE; 5 POPlH= 0. ttRDS= 1 LEHRDS= 9999.

ZHRD: 40 LINK= 40 LEH= 9999 RADIS= ii ttotlVEL= 40 HLAMES= 9 HRSEC= 0

>>>>ISTG: RO AO= 14 LEtiSTG= 1500 POPSl'G= 250 PVSTG= 35.00 THE IHITIAL VEHICLE POPULATION MAS = 0 TOTAL TitfE ELAPSED 0 SECOHDS OR 0 HOURS) 0 i'tlttUTESg AHD 0 SECOHDS ~

VEHICLE POPULATION IH THE Ttfo BILE RADIUS IS 0 V 'ULATIOH OF ZONE= 1 ROAD= 1 IS FQUAL TO 5 QUEUES: HRAH= 5 tfLOD= 0 HBAC= 0 VNOTO= 0 VEh OPULATIOX OF ZOtlE= 1 ROAD= 2 IS EQUAL TO 5 QUEUES: HRAH= 5 tiLOD= 0 i'iBAC= 0 VoiOTO= 0 THE VEHICLE POPULATIOH IN EOttE= 1 IS 10 THE VEHICLE POPULATION IH TNE FIVE tfILE RADIUS IS 10

'k THIS ISA RUtl nADE OH THE FRKTREEBA COUttrY FILE OH DATE= 09/23/82 <<>>>> PAGE 3 V LE POPULATIOH OF ZotlE= 2 ROAD= 3 IS EQUAL TO 3 QUEUES: HRAH= 3 HLOD= 0 NBAC= 0 VltoTO=

POPULAl'IOH OF ZOHE 2 ROAD= 4 IS EQUAL To 3, HRAH= 3 HLOD= 0 HBAC= 0 vnoro=

QUEUES'OPULATIOH OF ZotlE= 2 ROAD= 5 IS EQUAL 70 6 QUEUES: HRAH= 6 HLOD= 0 HBAC= 0 vnoTo=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 6 IS EQUAL To 3 QUEUES: itRAH= 3 ilLOD= 0 HBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZottE= 2 ROAD=  ? IS EQUAL To 3 QUEUES: HRAH= 3 ilLOD= 0 tleAC= 0 NOTO=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 8 IS EQUAL To 4 QUEUES: HRAH= HLOD= 0 ttBAC= 0 VHOTO=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 9 IS EQUAL To 4 QUEUES: HRAH= 4 tlLOD= 0 HBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 10 IS EQUAL To 2 QUEUES: ilRAH= 2 HLOD= 0 tlBAC= 0 vnoTo=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 11 IS EQUAL To 3 QUEUES: HRAH= 3 HLOD= 0 ttehc= a Noro=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 12 IS EQUAL To 4 QUEUES: HRAH= 4 HLOD= 0 HBAC= 0 Noro=

VEHiCLE POPULATIOH OF ZOHE= 2 ROAD=.13 IS EQNL To 3 QUEUES: HRhtl= 3 HLOD= 0 HBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 14 IS EQUAL To ii QUEUES: HRAH= 11 HLOD= 0 HBAC= 0 VnoTO=

VEHICLE POPULA7IOH OF ZOHE= 2 ROAD= 15 IS EQUAL To 3 QUEUES: HRAH= 3 itLOD= 0 HBAC= 0 vnoro=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 16 IS EQUAL To 4 QUEUES: HRAH= 4 HLOD= 0 <<ehc= 0 VnoTo=

VEHICLE POPULATION OF ZOHE= 2 ROAD= 1? IS EQUAL 70 2 QUEUES: HRAH= 2 HLOD= 0 HBAC= 0 vnoTo=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 18 IS EQUAL To 5 QUEUES: HRAM= 5 HLOD= 0 HBAC= 0 VtloTO=

VEHICLE POPULATIOtl OF ZOHE= 2 e',i.l".: I> .'8 '."..',O 6 QUEUES: tilth'= !tLOD= 0 tteAC= 0 vnoTo=

THE VEHICLE POPULATION IH ZOHE= 2 IS 69 VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 20 IS EQUAL TO 11 tttlEttES: ttRhi't= 11 ttLOD= 0 HBAC= 0 vinoTo=

VEHICLE POPULA7IOH OF ZOHE= 3 ROAD= 21 IS EQUAL To 4 QUEUES: HRhtl= HLOD= a HehC= 0 vnoTo=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 22 IS EQUAL TO 4 HRAH= 4 HLOO= 0 HBAC= 0 NOTO=

QUEUES'EHICLE POPULATIotl OF ZOHE= 3 ROAD= 23 IS EQUAL To 3 QUEUES: HRAtl= 3 HLOD= 0 HBAC= 0 vnoto=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 24 IS EQUAL To 2 QUEUES: HRAH= 2 HLOD= 0 HBAC= 0 VftoTO=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 25 IS EQUAL 70 2 QUEUES: HRAH= 2 itLOD= 0 HBAC= 0 VtloTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 26 IS EQUAL To 6 QUEUES: 'tRAH- 6 HLOD= 0 HBAC= 0 VtloTO=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 2? IS EQUAL To 6 QUEUES: HRAH= 6 HLOD= a Hehc= 0 NOTO=

V POPULATIOH OF ZOHE= 3 ROAD= 28 IS EQUAL To 6 QUEUES: HRAi'l= 6 ttLOD= 0 HBAC= 0 vnoTo=

POPULATIOH OF ZotlE= 3 ROAD= 29 IS EQUAL To 1 QUEUES: HRAH= 1 HLOD= 0 Hehc= 0 VtloTO=

V POPULATIOH OF ZONE= 3 ROAD= 30 IS EQUAL To 4 QUEUES: HRAH= 4 HLOD= 0 tlBAC= 0 vnoTo=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 31 IS EQUAL To 6 QUEUES: HRAH= 6 HLOD= 0 ttBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZotlE= 3 ROAD= 32 IS EQUAL TO 6 QUEUES: ttRhtt= 6 HLOD= 0 tlehC= 0 Vtloto=

VEHICLE POPULATIOH OF ZotlE= 3 ROAD= 33 IS EQUAL To 4 QUEUES: HRAH= ilLOD= 0 HBAC= 0 NO70=

VEHICLE POPULATIOH OF ZOtiE- 3 ROAD= 34 IS EQUAL To 1 QUEUES: HRAtl= 1 iHLOD= 0 tleAC= 0 vnoro=

THE VEHICLE POPULATIOH IH ZONE= 3 IS 66 VEHICLE POPULATIOH OF ZotlE= 4 ROAD= 35 IS EQUAL To 4 QUEUES: HRAH= 4 HLOD= 0 i'iBAC= 0 Noro=

VEHICLE POPULATIOH OF ZOHE= 4 ROAD= 36 IS EQUAL 70 5 QUEUES: HRAH= 5 tlLOD= 0 HBAC= 0 Nota=

VEHICLE POPULATIOH OF ZOHE= 4 ROAD= 3? IS EQUAL TO 3 QUEUES: tlRhil= 'iLOD- 0 HBAC= 0 vnoro=

VEHICLE POPULATIOH OF ZOHE= 4 ROAD= 38 IS EQUAL To 4 QUEUES: tlRAH= HLOD= a ttehc= 0 vnoro=

VEHICLE POPULATIOH OF ZotiE= 4 ROAD= 39 IS EQUAL To 1 QUEUES: HRAH= HLOD= 0 tteAc= 0 NO TO=

THE VEHICLE POPULATIOH IH ZOHE= 4 IS 1?

1'HE Torhl. VEHICLE POPULATIOH ltt THE TEH nlLE RADIUS =

162 7HE TOTAL VEHICLE POPULATIOH IH THE EHTIRE EPZ= 162 THE PERCEtlT OF THE IHITIAL POPULATIOH THAT HAS BEEH EVACUATED = O.GOX VEHICLE POPULATIOH AS A FUHCTIOM OF lthDIAL DISTANCE AT 0 HOURS, 0 nIHUTESr AHD 0 SECOHDS.

RADIUS To- 1--POPULATIOH=

TIiOE'>>

THE X OF REnAIttlttG vEHicLEs= D.ao THE X OF IHI7IAL VEHICLES= 0,00 x RADIUS TO- 2--POPULATIotl= 0 <<THE X OF REi'thIWIHG vEHIcLEs= 0.00 >> THE X OF IHITIAL VEHICLES= 0.00 X RADIUS 2 To 3 oOPULhtiott 0>> THE X OF REIthIttIHG VEHICLES= 0.00 THE X OF IHITIAL VEHICLES= 0.00 X RADIUS 70- 4 -POPULATIOit= 0 <<THE X OF REltAltlIHG VEHICLES= 0.00 THE X OF IilITIALVEHICLES"- 0.00 X RADIUS To- 5 -POPULATIOH= 10>> THE X OF REBAItllHG VEHICLES= 6.1? THE X OF IHITIAL VEHICLES= 6 '? X RADI 5 tO" 6 ""POPULATIOH" 0>> THE x 0F REnhittitta VEHICLES= 0.00 THE / OF IilITIALVEHICLES= 0.00 X Rhr 6 to  ? POPULATIOH 26>> THE X OF REBAIHIHG VEHICLES= 16.05 THE x OF IHITIAL VEHICLES= 16,05 X RA J-TO- 8 -POPULAl'Iotl= 6>> THE X OF REGAIHItlG VEHICLES= 28.40 tHE / OF IHITIAL VEHICLES= 28.40 x RADIU TO- 9 -POPULATION= 4D>> THE X OF REBAIHIHG VEHICLES= 24.69 THE X OF IHITIAL VEHICLES= "4 69 4 RADIUS-- 9-TO-10 -POPULATIoil= 40>> THE X OF REnhlttIHG VEHICLES= 24.69 >> THE X OF IHITIAL VEHICLES= 24.69 X

I THIS XS,A RUH tlADE OH THE FRKTREEBA COUNTY FILE ON DATE= 09/23/82 ~~*- PAGE S--10-TO-ll -POPULATION= 0 ~ THE X OF REBAINIHG VEHICLES= 0.00 X ~ 7HE X OF INITIAL VEHICLES=

TOTAL VEHICLE POPULATIOH UITHXH TEN BILES= 162 -VEHICLE POPULATION OUTSIDE TEH tlILES= 0

-I'OTAL VfHZCLE POPULATXOH QITHXM EPZ= 162 -VEHICLE POPULATXOH OUTSIDE EPZ=. 0 IHE INITIAL VEHICLE POPULATION HAS = 162 707AL l'IBE ELAPSED= 600 SECONDS OR 0 HOURS, 10 BItlUIES, AilD 0 SECOHDS.

THE VEHICLE POPULAIIOH IM THE TOO tlILE RADIUS IS 0 VEHICLE POPULATXOH OF ZONE= 1 ROAD= 1 IS EQUAL TO QUEUES: HRAM= 5 HLOD= HBAC= VBOIO=

VEHICLE POPULATIOH OF ZOHE= 1 ROAD= . 2 IS EQUAL TO QUEUES'RAM= 5 iN)LOD= MBAC= VBOTO=

THE VEHICLE POPULATIOtl IH ZOilE= 1 IS 10 THf VEHICLE POPULATIOH IM IHE FIVE BILE RADIUS IS 10 VEHICLE POPULATION OF ZONE= 2 ROAD= 3 IS EQUAL 70 3 QUEUES: HRAH= 3 NLOD= HBAC= VBOTO=

UEHICl.E POPULATZOH OF ZONE= 2 ROAD= )l IS EQUAL TO 3 QUEUES: ttRAM= 3 NLOD= tlBAC= NOTO=

VEHICLE POPULATIOtl OF ZOHf= 2 ROAD= 5 IS EQUAL TO 6 QUEUES: NRAH= 6 ilLOD= ilBAC= VilOl'0=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 6 IS EQUAL 70 3 QUEUES: NKAM= 3 MLOD= ilBAC= N0TO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 7 IS EQUAL TO 3 QUEUES: ttRAM= 3 tlLOD= ileAC= UBOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 8 IS EQUAL TO QUEUES: tlRAH= tlLOD= HBAC= VBOTO=

, VEHICLE POPULATIOtl OF ZONE= 2 ROAD" 9 IS fQUAL TO /) QUEUES: HRAH= 4 NL00= NBAC= NOTO=

VEHICLE POPULATZOtl OF ZOHE= 2 ROAD= 10 IS EQUAL TO 2 QUEUES: NRAH= 2 tlLOD= NBAC= VtlOTO=

VEHICLE POPULATXOH OF ZOtlE= 2 ROAD= 11 IS EQUAL TO 3 QUEUES: ttRAtt= 3 NLOD= NBAC= NOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= 12 IS EQUAL TO QUEUES: MRAM= MLOD= NBAC= UtlOTO=

VEHICLE POPULATION OF ZOtlE= 2 ROAD= 13 ZS EQUAL TO 3 OUEUfS: HRAH= 3 tlLOD= HBAC= Vi"lOTO=

VEHICLE POPULA7ION OF ZONE= 2 ROAD= 14 IS EQUAL 70 li QUEUES: HRAM= 11 HLOD= tteAc= VBOTO=

VEHICLE POPULATXOil OF ZONE= 2 ROAD= 15 IS EQUAL TO 3 QUEUES: HRAM= 3 HLOD= HBAC= NOTO=

U U

Vf l POPULATIOH OF ZOtlE= 2 POPULATION OF ZONE= 2 POPULATIOH OF ZONE= 2 ROAD= 16 ZS EQUAL TO ROAD= 17 XS fQUAL TO ROAD= 18 IS EQUAL TO 2

5 QUEUES: HRAH=

QUEUfS: HRAH=

QUEUES: MRAM=

2 5

NLOD=

HLOD=

MLOD=

ilBAC=

NSAC=

'lSAC=

VtlOTO=

NOTO=

VBOTO=

VEHICLE POPULATIOil OF ZONE= 2 ROAD= 19 IS EQUAL 70 6 QUEUES: NRAH=

MLOD= NBAC= NOTO=

THE VEHICLE POPULATIOH IH ZONE= 2 IS 69 VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 20 IS EQUAL TO 11 QUEUES: MRAN= il HLOD= 0 NBAC= MOTO=

VEHICLE POPULATZOtt OF ZOHE= 3 ROAD= 21 IS EQUAL TO QUEUES: NRAM= 4 tlLOD= 0 MeAC= Vtl070=

VEHICLE POPULA7ION OF ZONE= 3 ROAD= 22 XS EQUAL 70 4 QUEUES: HRAH= 4 IlLOD= 0 tlBAC= VBOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 23 IS EQUAL TO 3 QUEUES: MRAW= 3 tiLOD= 0 NBAC= NOTO=

VEHICLE POPULAIIOH OF ZONE= 3 ROAD= 2i) IS EQUAL TO 2 QUEUES: HRAH= 2 HLOD= 0 HBAC= UBOTO=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 25 IS EQUAL TO 2 QUEUES'RAH= 2 NLOD= 0 MeAC= VtiOTO=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 2& XS EQUAL TO 6 QUEUES: HRAH= 6 HLOD= 0 NBAC= VBOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 27 IS EQUAL TO 6 QUEUES: HRAH= 6 HLOD= 0 MBAC= VBOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 28 ZS EQUAL TO 6 QUEUES: HRAH= 6 NLOD= 0 NBAC= VBOTO=

VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 30 IS EQUAL TO QUEUES: HRAH= MLOD= 0 NBAC= NOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 31 IS EQUAL TO 6 QUEUES: NRAN= 6 HLOD= 0 HBAC= Vtl070=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 32 IS EQUAL TO 6 QUEUES'RAH= 6 NLOD= 0 NBAC= NOTO=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 33 IS EQUAL TO QUEUES: tlRAH= 4 MLOD= 0 HBAC= NOTO"-

THE VEHICLE POPULATIOH IH ZONE= 3 IS 64 VEHICLE POPULATIOH OF ZOHE= 4 ROAD= 35 IS EQUAL TO QUEUES'lRAH= 4 ilLOD= HBAC= VBOTO=

VEHICLE POPULATION OF ZONE= 4 ROAD= 36 IS EQUAL TO QUEUES: ttRAM= 5 ilLOD= HBAC= NOTO=

VEHICLE POPULATZOH OF ZOHE= 4 ROAD= 37 IS EQUAl. TO QUEUES: HRAM= 3 HLOD= NBAC= UBOIO=

VEHICLE POPULATIOH OF ZONE= 4 ROAD= 38 IS EQUAL TO QUEUES: HRAM= MLOD= HBAC= NOTO=

THE VEHICLE POPULATXOH ZN ZONE= 4 XS 16 THE TOTAL VEHICLE POPULATIOtt IM THE IEH BILE RA DIUS = 159 THE TOTAL VEHICLE POPULATXON IH THE EHTIRE EPZ= 159 ERCEHT OF THE IMI'TIAL POPULAfiOM THA'f HAS BEfH EVACUATED = 1.85X VEHICLE POPULATIOtl AS A FUHCTION OF RADIAL DZSTAHCE AT TitlE: 0 HOURS, 10 BIMUTES) AMD 0 SECONDS.

7HIS I'S P RUH JIADE OH THE FRYTREE8A COUNTY FILE OH DATE= 09/23/82 <<<<>> PAGf 5

. R 70- 1--POPULATION= 0 <<THE Z OF REDAIHIHG VEHICI.ES= 0.00 X>> 'JHE X 0F INITIAL VEHICLES= 0.00 X 1-To- 2 -POPULATIOH= 0>> THE X OF RERAIHING VEHICLES= 0.00 Z>> THE / OF IHITIAL VEHICLES= 0.00 2-To- 3 -POPULATIOH= 0>> THE X OF RfflAIHIIIG VEHICLES= 0.00 X>> THE X OF IHITIAL VEHICLES= 0.00 X

X RADIUS 3 To 4 POPULATIOH= 0>> THE Z OF RENAlilIHG VEHICLES- 0~ 00 X <<THE Z OF IHITIAL VEHICLES= 0.00 X RADIUS To- 5 -POPULATIOH= 10>> THE Z OF REIIAIHIHG VEHICLES= 6.29 X>> THE X OF IXITIAL VEHICLES= 6.17 X RADIUS 70- 6

-POPULATIOH= 0>> THf X OF REIIAINIHG VEHICLES= 0.00 Z>> THE X OF INITIAL VEHICLES= 0.00 X RADIUS-- 6-TO- 7--POPULATIOH= 26>> THE X OF RENAINIHG VEHICLES= 16,35 X>> THE X OF IHITIAL VEHICLES= 16.05 RADIUS To- 8--POPULATIotl= 46 <<THE X OF ltfflAINING VEHICLES= 28.93 X>> 7HE X OF IHITIAL VEHICLES= 28.40 X

X RADIUS TO- 9 -POPULA710tl= 40>> THE X OF RfflAIHING VEHICLES= 25,16 X>> 'fHE X OF IHITIAL VEHICLES= 24.69 Z RADIUS 9 70 10 "POPULATIOH= 37>> THE X OF IIENAIHING VEHICLES 23 27 X>>

~ THE X OF IHITIAL VEHICLES= 22.84 Z RADIUS

-10"70-ii--POPULATION= Il THE X OF RENAINING

-TOTAL VEHICLE POPULATIOH MITHIN TEH tlILES= 159 -VEHICLE POPULATIOH VEHICLES= O.OD X>> THE X OF INITIAL VEHICLES= 0.00 X OUTSIDE TEH tIILES= 3

- -TOTAL VEHICLE POPULATIOH MITHIH EPZ= 159 -VEHICI.E POPULATIOH OUTSIDE EPZ= 3 THE IHI7IAL VEHICLE POPULATIOH MAS = 162 TOTAL TltIE ELAPSED= 1200 SECONDS OR 0 HOURSJ 20 IIIIIUTES) AXD 0 SECOHDS ~

THE VEHICLE POPULATIOH IN THE TMO IIILE RADIUS IS 0 VEHICLE POPULATIOH OF ZONE= 1 ROAD= 1 IS EQUAL To 5 QUEUES: HRAN= NLOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATION OF ZONE= 1 ROAD= 2 IS EQUAL To 5 QUEUES: HRAN= i'lLOO= 0 NBAC= 0 MOTO=

THE VEHICLE POPULATION IN ZotiE= 1 IS 10 THE VEHICLE POPULATIOH lil THE FIVE IIILE RADIUS IS 10 VEHICLE POPULATIott OF ZONE= 2 ROAD= 3 IS EQUAL TO 3 QUEUES: HRAN= 3 HLOD= 0 HBAC= 0 MOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 4 IS EQUAL TO 3 QUEUES: HRAH= J NLOD= 0 tlBAC= 0 Vtlolo=

VEHICLE POPULATION OF ZONE= 2 ROAD= 5 IS EQUAL To 5 QUEUES: NRAH= 5 HLOD= 0 NBAC= 0 NOT 0=

VE POPULAI'ION OF ZOHE= 2 ROAD= 6 IS EQUAL TO '

3 QUEUES: NRAH= 3 NLOD= 0 HBAC= NOTO=

V POPULATION OF ZONE= 2 ROAD= 7 IS EQUAL To 3 QUEUES'lRAN= 3 NLOD= 0, NBAC= 0 NOTO=

V POPULATIOH OF ZONE= 2 ,ROAD= 8 IS BUAL To 4 QUEIJES: HRAH= HL00= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= 9 IS EQUAL TO 5 QUEUES: HRAX= NLOD= 0 NBAC= 0 NOT 0=

VEHICLE POPULATIOH OF ZOHE= 2 itoAD= 10 IS BUAL To 2 QUEUES: NRAH= 2 HLOD= 0 NBAC= 0 VNOTO=

VEHICLE POPULA710X OF ZONE= 2 ROAD= ii IS EQUAL 70 3 QUEUES: NRAII= 3 HLOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 12 IS EQUAL To 4 QUEUES'RAH= 4 IILOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= 13 IS EQUAL To 3 QUEUES: HRAN= 3 NLOD= 0 NBAC= 0 VIIOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 14 IS EQUAL To 10 QUEUES: HRAH= 10 HLOD= 0 HBAC= 0 VtIOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 15 IS EQUAL 70 3 QUEUES: NRAH= 3 HLOD= 0 IIBAC= 0 NOT 0=

VEHICLE POPULATION OF ZONE= 2 ROAD= 16 IS EQUAL To 4 QUEIJES: NRAN= XLOD= 0 HBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 17 IS EQUAL TO 2 QUEUES: HRAX= 2 HLOD= 0 HBAC= 0 VIIOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 18 IS EQUAL To 5 QUEUES: tfRAH= 5 NLOD= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= 19 IS EQUAL 70 5 QUEUES: NRAH= 5 HLOD= 0 NBAC= 0 Vtlolo=

7HE VEHICLE POPULATION IN ZOHE= 2 IS 67 VEHICLE POPULATIOH OF ZOIIE= 3 ROAD= 20 IS EQUAL TO 10 QUEUES'RAH= 10 NLOD= 0 IIBAC= 0 NOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 21 IS EQUAL To 4 QUEUES: NRAH= ilLOD= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 22 IS EQUAL TO 4 QUEUES: HRAH= HLOD= 0 NBAC= 0 VtIOTO=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 23 IS BUAL 70 3 QUEUES: NRAtl= 3 i'ILOD= 0 tiBAC= 0 VtlOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 24 IS EQUAL 70 2 QUEUES'RAH= 2 HLOD= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 25 IS EQUAL To 3 QUEUES: NRAH= 2 XLOD= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATIOtl OF ZotilE= 3 ROAD= 26 IS EQUAL 70 5 QUEUES: NRAN= 5 tlLOD= 0,'IBAC= 0 VNOTO=

VEHICLE POPULATION OF ZotiE= 3 ROAD= 27 IS EQUAL TO 5 QUEUES: NRAti= 5 NLOD= 0 NBAC= 0 ViIOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 28 IS EQUAL 70 5 QUEUES: NRAH= 5 tlLOD= 0 NBAC= 0 VJIOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 30 IS 'QUAL To 5 QUEUES: tlRAH= HLOD= 0 HBAC= 0 VJIOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 31 IS EQUAL 70 5 QUEUES: IIRAH= tiLOD= 0 HBAC= 0 N070=

VEHI POPULATIoil OF ZONf= 3 ROAD= 32 IS EQUAL 70 5 QUEUES: HRAH= 5 ilLOD= 0 HBAC= 0 VJIOTO=

Vf 'ULATIOH OF ZONE= 3 ROAD= 33 IS EQUAL To 7 QUEUES: HRAH= HLOD= 0 tiBAC= 0 VtloTO=

THE VEHiCLE POPULAI'ION lil Zottf= 3 IS 63 VEHICLE POPULATION OF ZONE= 4 ROAD= 35 IS EQUAL To 4 QUEUES: tiRAH= HLOD= 0 tiBAC= 0 NOTO=

VEHICLE POPULATION OF ZONE= 4 ROAD= 36 IS EQUAL l'0 5 QUEUES: NRAst= tiLOD= 0 NBAC= 0 VNOTO=

THIS JS A RUH NiADE OH THE FRKTREEBA COUttTY FILE OH DATE= 09/23/82  %~~ PAGE 6 V E POPULAl'ION OF ZOHE= 4 ROAD= 37 IS EQUAL TO 3 QUEUES: NRAH= HLOD= 0 HBAC= 0 VtlOTO=

POPULATIOtl OF ZOHE= 4 ROAD= 38 IS EQUAL TO 4 QUEUES: HRAH= NLOD= 0 HBAC= 0 VflOTO=

tHE VEHICLE POPULATION IH ZOttE= 4 IS 16 THE TOTAL VEHICLE POPULATION IH THE TEH lllLE RADIUS = 156 THE TOTAL VEHICLE POPULATIOH IH THE ENTIRE EPZ= 156 THE PERCEHT OF THE IHITIAL POPULATIOH THAT HAS BEEH EVACUATED = 3.70X VEHICLE POPULATIOH AS A FUltCTIOH OF RADIAL DISTANCE AT TIflE: 0 HOURS) 20 ftlftUTES) AHD 0 SECOHDS, RADIUS

- D-TO- 1 -POPULATIOH= 0. ~ THE X OF REttAIHIHG VEHICLES= 0.00 7. t THE Z OF IHITIAL VEHICLES= 0.00 X RADIUS - l-TO- 2 -POPULATION= 0 % THE X OF REflAIHIHG VEHICLES= 0.00 X  % THE X OF INITIAL VEHICLES= 0.00 X RADIUS TO- 3 -POPULATIOH= 0 ~ THE X OF REflAIHIHG VEHICLES= 0.00 Z '*'HE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 4 -POPULATIOH= 0 ~ THE X OF REtlAIHIHG VEHICLES= 0.00 X ~ THE X OF JHITIAL VEHICLES= 0.00 X RADIUS - 4-TO- 5--POPULATION= l0 > THE X OF REffAIHIHG VEHICLES= 6.4l X ~ THE X OF IHjTIAL VEHICLES= 6.17 X RADIUS TO- 6 -POPULATION= 0 + THE Z OF REllAIHIHG VEHICLES= 0.00 X ~ THE X OF INITIAL VEHICLES= 0.00 RADIUS X

TO- 7 -POPULATIOH= 25 K THE X OF RENAIHIHG VEHICLES= 16.03 7. t THE X OF IHITIAL VEHICLES= 15.43 X RADIUS TO- 8--POPULATION= 44 i THE X OF REflAIHIHG VEHICLES= 28,21 Z  % THE X OF IHITIAL VEHICLES= 27.16 X RADIUS TO- 9 -POPULATIOH= 40 + THE X OF RENAINIHG VEHICLES= 25.64 X t THE X OF IHITIAL VEHICLES= 24.69 X RADIUS TO-10--POPULATION= 37 ~ THE X OF REllAIHIHG VEHICLES= 23.72 Z ~ THE Z OF IHJTIAL VEHICLES= 22.84 X RADIUS TO-ll -POPULATIOH= 0 K THE Z OF REifAIHIHG VEHICLES= 0.00 X IHITIAL VEHICLES= 0.00

--- -TOTAL VEHICLE POPULATIOH MITHIH TEH NILES= 156 -VEHICLE POPULATIOH OUTSIDE TEH OFtiILES= K THE X 6

Z TOTAL VEHICLE POPULATIOH MITHIH EPZ= 156 -VEHICLE POPULATIOH OUTSIDE EPZ= 6-TH IAL VEHICLE POPULATIOH MAS = 162 T

+ E ELAPSED= 1800 SECONDS OR 0 HOURS, 30 ilIHUTES, AND 0 SECONDS.

VEHICLE POPULATIOH IH THE TMO ftILE RADIUS IS 0 VEHICLE POPULATIOH OF ZONE= 1 ROAD= I IS EQUAL TO 4 QUEUES'RAH= ifLOD= 0 HBAC= 0 uftOTO=

VEHICLE POPULATION OF ZOHE= 1 ROAD= 2 IS EQUAL TO 4 QUEUES: HRAH= NLOD= 0 HBAC= 0 NOTO=

THE VEHICLE POPULATIOH Iil ZOttE= 1 IS 8 THE VEHICLE POPULATIOH Iff THE FIVE flILE RADIUS IS 8 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 3 IS EQUAL TO 3 QUEUES: HRAtt= tiLOD= 0 HBAC= 0 NOTO= 0 VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 4 IS EQUAL TO 3 QUEUES: HRAH= HLOD= 0 1lBAC= 0 NOTO= 0 VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 5 IS EQUAL TO 5 QUEUES: HRAH= HLOD= 0 HBAC= 0 VNOTO= 0 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 6 JS EQUAL TO 3 QUEUES: HRAN= NLOD= 0 NBAC= 0 Vt!OTO= 0 VEHICLE POPULATION OF ZONE= 2 ROAD= 7 IS EQUAL TO 3 QUEUES: HRAH= HLOD= 0 HBAC= 0 NOTO= 0 VEHICLE POPULATION OF ZONE= 2 ROAD= 8 IS EQUAL TO 3 QUEUES'RAN= HLOD= 0 HBAC= 0 NOTO= 0 VEHICLE POPULATIOH OF ZONE= 2 itOAD= 9 IS EQUAL TO 3 QUEUES: HRAH= HLOD= 0 HBAC= 0 VffOTO= 0 VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 10 IS EQUAL TO 2 QUEUES: HRAN= HLOD= 0 i'BAC= 0 VftOTO= 0 VEHICLE POPULATIOH OF ZONE= 2 ROAD= ll IS EQUAL TO 3 QUEUES: HRA)l= IlLOD-" 0 HBAC= 0 Vi'IOTO= 0 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 12 IS EQUAL TO 3 QUEUES: ltRAH= HLOD= 0 HBAC= 0 NOTO= 0 VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 13 IS EQUAL TO 3 QUEUES: HRAN= ftLOD= 0 HBAC= 0 VffOTO= 0 VEHICLE POPULATION OF ZOHE= 2 ROAD= 14 IS EQUAL TO 8 QUEUES: HRAH= NLOD= 0 NBAC= 0 NOTO= 0 VEHICLE POPULATION OF ZOHE= 2 ROAD= 15 IS EQUAL TO 3 QUEUES: HRAN= itLOD= 0 ittBAC= 0 NOTO= 0 VEHICLE POPULATION OF ZONE= 2 ROAD= 16 IS EQUAL TO 3 QUEUES: HRAH= NLOD= 0 lfBAC= 0 NOT 0= 0 VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 17 IS EQUAL TO 2 QUEUES: HRAN= NLOD= 0 HBAC= 0 NOTO= 0 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 18 IS EQUAL TO 4 QUEUES: HRAH= ifLOD= 0 tIAC= 0 VtlOTO= 0 VEllICLE POPULATION OF ZOltE= 2 ROAD= 19 IS EQUAL TO 5 QUEUES: NRAH= HLOD= 0 ifBAC= 0 ViiOTO= 0 THE VEHICLE POPULATIOH Itl ZOtlE= 2 IS 59 VEHICLE POPULATJOH OF ZOHE= 3 ROAD= 20 IS EQUAL TO 8 QUEUES: NRAN= itLOD= 0 NBAC= 0 NOTO=

VEHIC POPULATION OF ZOHE= 3 ROAD= 21 JS EQUAL TO 3 QUEUES'RAN= NLOD= 0 'tBAC= 0 NOTO=

VEH'ULATIOttOF ZOflE= 3 ROAD= 22 IS EQUAL I'0 3 QUEUES: tIAH= iiLOD= 0 HBAC"- 0 NO TO=

VEH PULATJOH OF ZOtfE= 3 ROAD=.23 JS EQUAL TO 3 QUEUES: NRAH= ffLOD= 0 tlBAC= 0 NOT 0=

VEHICL POPULATIOtt OF ZONE= 3 ROAD= 24 IS EQUAL TO 2 QUEUES: HRAH= NLOD= 0 NBAC= 0 VflOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 25 IS EQUAL TO 5 QUEUES: ilRAN= 'lLOD 0 HBAC= 0 NOTO=

0 THIS IS g RUN HADE OH THE FRYiTREESA COUNTY FILE OH DATE= 09/23/82 ~K~ PAGE 7 V POPULA7ION OF ZOHE= 3 ROAD= 26 XS EQUAL TO 5 QUEUES: NRAH= 5 i(LOD= o (BAc= O Un070=

POPULATION OF ZONE= 3 ROAD= 27 XS EQUAL TO 5 tNAN= 5 HLOD= 0 (BAC- 0 NOTO=

QUEUES'OPULATIOH OF ZONE= 3 ROAD= 28 IS EQUAL TO 5 QUEUES: HRA((= 5 HLOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATXOH OF ZONE= 3 ROAD= 30 IS EQUAl TO 5 QUEUES: NRAN= 3 i(LOG= 0 NSAC= 0 VNOTO=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 31 IS EQUAL TO 5 QUEUES: t(RAH= 5 '(LOD= 0 ilBAC= 0 NOT 0=

VEHICLE POPULATION OF ZOHE= 3 ROAD= 32 IS EQUAL TO 5 QUEUES: HRAH= 5 i(LOG= 0 HBAC= 0 VilOTO=

VEHICLE POPULATION OF ZN(E= 3 ROAD= 33 IS EQUAL TO 5 QUEUES: t(RAH= 3 iNLOD= 0 NBAC= 0 NOT 0=

THE VEHICLE POPULAIIOti IH ZONE= 3 IS 59 VEHICLE POPULATIOH OF ZONE= 4 ROAD= 35 IS EQUAL TO 3 QUEUES: t(RAH= HLOD= 0 NBAC= 0 Vll070=

VEHICLE POPllLATION OF ZONE= 4 ROAD= 36 IS EQUAL TO 4 QUEUES: HRAH= 4 NLOD= 0 i(BAC= 0 MOTO=

VEHICLE POPULATION OF ZONE= 4 ROAD= 37 IS EQUAL TO 3 QUEUES: HRAH= 3 HLOD= o t(eAC= 0 V(1070=

VEHICLE POPULATIOH OF ZOHE= 4 ROAD= 38 IS EQUAL TO 3 QUEUES: t(RAH= 3 HLOD= 0 HBAC= 0 V(IDIO=

THE VEHICLE POPULATXOH Itl ZONE= 4 IS 13 THE TOTAL VEHICLE POPULATIOH IH THE TEH NILE RADIUS = 139 THE TOTAL VEHICLE POPULATXOH IH THE ENTIRE EPZ= 139 THE PERCEHT OF THE IHITIAL POPULATXOH THAT HAS SEEH EVACUATED = 14.20X 73 VEHICLE POPULATIOH AS A FUHCTION OF RADIAL DISTANCE AT TlilE: 0 HOURS, 30 tlIHUTES, AHD 0 SECOHDS, RADIUS 70- I--POPULATION= 0  % THE X OF RE(IAINIHG VEHICLES= 0.00 X ~ IHE X OF INITIAL VEHICLES= D.oo RADIUS TO- 2 -POPULATION= 0 ~ THE X OF RE(IAXHXNG UEHXCLES= 0.00 X ~ THE X OF ItlITIAL UEHICLES= 0.00 RADIUS-- 2-TO- 3 -POPULATION= 0  % THE X OF RE(IAIHIHG UEHICLES= 0.00 X  % 'fHE X OF INITIAL VEHICLES= 0.00 RADXUS TO- 4" POPULATIOH= "

0 ~ THE X OF RE(IAINIHG VEHICLES= 0.00 X THE X OF IHITIAl VEHICLES= 0,00 RADIUS TO- 5--POPULATION= 8 ~ THE X OF RE(IAIHI((G VEHICLES= 5.76 X  % THE X OF XHITIAL VEHICLES= 4.94 RADIUS TO- 6 -POPULATION= 0 t THE X Of RBAXHIt(G VEHICLES= 0.00 Z t THE X OF INITIAL VEHICLES= 0.00 TO- 7 -POPULATION=

Ri' RA 8 -POPULATIOH=

8-TO- 9 -POPULATIOH= 39 22  % IHE X OF REllAIHIHG VEHICLES= 15.83 X 37 ~ THE Z OF REBAXHIHG VEHICLES= 26.62 Z >

> IHE X OF IHITIAL VEHICLES=

THE X OF lt(ITIAL VEHICLES=

13.58 22.84 RA  % THE X OF RE(IAIHXHG VEHICLES= 28.06 X ~ THE X 0F IHITIAL l(EHICLES= 24 '7 i(AOXUS T0-10 -POPULATXOH= 33 ~ THE X OF RENAIHIHG VEHICLES= 23 74 Z ~ ~ THE X OF IHITIAL VEHICLES= 20.37 RADIUS -io-TO-ii--POPULA710N= 0  % 7HE X OF RE(IAIHING UEHICLES= O.OD X ~ THE X OF IHXTIAL VEHICLES= 0 F 00

-TOTAL VEHICLE POPULATION UITHIH IEN (lllES= 139 -VEHICLE POPULAl'XON OUTSIDE TEN llILES= 23

- -TOTAL VEHICLE POPULATION UITHIH EPZ= 139 -VEHICLE POPULA710H OUTSIDE EPZ= 23-IHE IHITIAL VEHIClE POPULATION IAAS = 162 TOTAL II(IE ELAPSED= 2400 SECOHDS OR 0 HOURS, io (IIHU7ESI AND 0 SECONDS.

THE VEHICLE POPULATIOH IH THE INO tllLE RADIUS IS 0 VEHXCLE POPULATIOH OF ZOt(E= I ROAD= 1 IS EQUAL TO 2 QUEUES: HRAtl= NLOD= 0 NBAC= 0 MOTO=

VEHICLE POPULATIOH OF ZONE= I ROAD= 2 IS EQUAL 70 2 QUEUES: NRAH= t(LOG= 0 t(SAC= 0 VilOTO=

THE VEHICLE POPULATION IN ZOHE= 1 IS THE VEHICLE POPULATXOH Xil THE FIVE AXLE RADIUS IS VEHICLE POPULATION OF ZOi'(E= 2 ROAD= 3 IS EQUAl TO 4 QUEUES: NRAH= NLOD= 0 HBAC= 0 V(lOTO=

VEHICLE POPULATIOH OF ZOHE= 2 ROAD= 4 IS EQUAL TO 2 QUEUES: NRAH= HLOD= 0 HSAC= 0 VNOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 5 IS EQUAL TO 3 QUEUES: HRAtl= HLOD= 0 t(SAC= 0 VflOTO=

VEHICLE POPULATION OF ZOHE= 2 ROAD= 6 IS EGNL TO 2 QUEUES: NRAH= NLOD= 0 NBAC= 0 Vtl070=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 7 IS EQUAL TO 2 QUEUES: HRAH= NLOD= 0 HBAC= 0 NOTO=

VEHICLE i OPUI.ATIOH OF ZONE 2 ROAD= 8 IS FQUAL TO 2 QUEUES: HRAH= NL00= 0 HSAC= 0 VNOTO=

VEHICLE POPULATIOH OF ZONE= 2 ROAD= 9 IS EQUAL TO 2 QUEUES: HRAN= t(LOG= 0 it(SAC= 0 MOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= ii XS EQUAL TO 2 QUEUES: NRAH= i(LOD= 0 HSAC= 0 VNOTO=

VEHICLE POPULATIOtl OF ZOt(E= 2 ROAD= 12 IS EQUAL 70 2 QUEUES: HRAN= NLOD= 0 NBAC= 0 Vil070=

VEHI OPULATIOH OF ZONE= 2 iROAD= 13 IS EQUAL TO 4 QUEUES: NRAH= '(LOD= 0 HBAC= 0 NOIO=

VEV PULATIOH OF ZONE= 2 ROAD= 14 XS EQUAl TO 5 QUEUES: t(RAH= NLOD= 0 I'(SAC= 0 VAOTO=

VEi a I(PI(LAI'XON I)5 I,ON':=? RI"-'I)= 15 IS EIIUA> i0 Z GUEI(F"': l("<At(= NLOD= 0 NSAC= 0 VilOTO=

VEHICLE POPULATION OF ZONE= 2 ROAD= 16 IS EQUAL TO 2 QUEUES: t(RAtl= NLOD= 0 (IAC= 0 MOTO=

VEHICLE POPULAT(OH OF ZOi(E- 2 ROAI(= 18 XSI h~i(jul IO I:EUES: NRAN= NLOD= 0 NBAC= 0 VNOIO=

THIS 1S A i UU i.4uE Ot< THE f4TVEE8A COUNTY FILE OH DATE= 09/23/82 ~~~ PAGE 8 VEH CLE POPULATIOtl OF ZONE= 2 ROAD= 19 IS EQUAL TO 3 QUEUES: HRAH= 3 iNLOD= 0 NBAC= 0 MOTO=

THE VEHICLE POPULATIOH IW ZONE= 2 IS 39 POPULATXOH OF ZONE= 3 ROAD= 20 XS EQUAL TO 5 QUEUES: HRAN= 5 itlLOD= 0 tIAC= 0 MOTO=

VE LE POPULATION OF ZONE= 3 ROAD= 21 IS EQUAL TO 2 QUEUES: NRAtt= 2 i'iLOD= 0 NBAC= 0 NO70=

VEHICLE POPULATION OF ZONE= 3 ROAD= 22 IS EQUAl. TO 2 QUEUES: HRhH= 2 tlLOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATIOH OF, ZONE= 3 ROAD= 23 IS EQUAL 70 2 QUEUES: HRAH= 2 NLOD= 0 i'iBAC= 0 VllOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 25 XS EQUAL TO 5 QUEUES: NRAH= 0 tlLOD= 0 'iBAC- 0 NOTO=

VEHICLE POPULATION OF ZOtiE= 3 ROAD= 26 IS EQUAL TO 3 QUEUES: HRhti= 3 HLOD= 0 HBAC= 0 VtlOTO=

'VEHICLE POPULATIOH OF ZOHE= 3 ROAD= 27 IS EQUAL TO 4 QUEUES: HRAH= 3 HLOD= 0 HBAC= 0 VtiOTO=

VEHICLE POPULATION OF ZONE= 3 ROAD= 28 IS EQUAL TO 3 QUEUES: HRAH= 3 NLOD= 0 iiBAC= 0 NOT 0=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 30 XS EQUAL TO 4 QUEUES: iiRAN= 2 HLOD= 0 HBAC= 0 NOTO=

VEHICLE POPULATXOH OF ZONE= 3 ROAD= 31 IS EQUAL TO 3 QUEUES: HRAH= HLOD= 0 HBAC= 0 VllOTO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 32 IS EQUAL TO 3 QUEUES: NRAH= 3 NLQD= 0 HBAC= 0 NO TO=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 33 IS EQUAL TO ii QUEUES: NRAH= 2 tlLOD= 0 HBAC= 0 NOT 0=

VEHICLE POPULATIOH OF ZONE= 3 ROAD= 34 IS EQUAL TO 2 QUEUES: HRAH= 0 HLOD= 0 tIAC= 0 NlOTO=

THE VEHICLE POPULATIOH IH ZOHE= 3 IS 49 VEHICLE POPULATION OF ZOHE= 4 ROAD= 35 IS EQUAL TO 2 QUEUES: NRAH= 2 HLOD= 0 HBAC= 0 VilOTO=

VEHICLE POPULATIOH OF ZONE= 4 ROAD= 36 IS EQUAL TO 2 QUEUES: HRhti= 2 NLOD= 0 NBAC= 0 NOTO=

VEHICLE POPULATIOil OF ZO)iE= 4 iMOAD= 37 XS EQUAL TO 3 HRAti= 2 iiLOD= 0 NBAC= 0 NOTO=

QUEUES'EHICLE POPULATION OF ZOHE= 4 ROAD= 38 IS EQUAL TO 2 QUEUES: HRAN= 2 tiLOD= 0 HBAC= D NOTO=

THE VEHICLE POPULATION IH ZOHE= 4 IS 9 THE TOTAL VEHICLE POPULATION IH THE TEH illLE RADIUS = 101 THE TOTAL VEHICLE POPULATION Iti tHE EilTIRE EPZ= 101 THE PERCEHT OF THE IHITIAL POPULATION THAT HAS BEEti EVACUATED = 37.65X 97 V OPULATIOH AS A FUNCTIOH OF RADIAL D1STAtlCE AT 71llE' HOURS, 4D tlXNUTES, AttD 0 SECONDS.

RA 0-TO- 1 -POPULAl'ION= 0 K THE X OF RENAIHIHG VEHICLES= 0,00 X h THE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 2 -POPUI.ATXOtl= 0 t THE X OF REttAIHIttG VEHICLES= D.DD X ~ THE X OF IH171AL VEH1CLES= 0.00 X RADIUS TO- 3 -POPULATION= 0 + THE X OF REttAIHIHG VEHICLES= 0.00 X w iHE X Oc XtllTIAL VEHICLES 0.00 X RADIUS TO- 4 -POPULAT1OH= -

0 THE X OF REtlhlHIHG VEHICLES= 0.00 X ~ THE X OF IH171AL VEHICLES= 0.00 X RADIUS-- 4-l'0- 5 -POPULATIOH= 4 > THE 1 OF RElthittIHG VEHICLES= 3.96 X t fHE X OF INITIAL VEHICLES= 2.47 X RADIUS TO- 6 -POPULATXOH= 0 ~ THE X OF REttAXttIHG VEHICLES= 0.00 X  % THE X OF 1HXTIAL VEHICLES= 0.00 X RADIUS"6-TO" 7 -POPULATION= 15 + THE X OF REilAXHIHG VEHICLES= 14.85 X ~ THE X OF IHITXAL VEHICLES= 9.26 X RADIUS"7-TO- 8 -POPULATION= 22 < THE X OF REtlAIHIHG VEHICLES= 21.78 X x THE X OF INITIAL 'VEHICLES= 13,58 X RADIUS 8 TO 9 ""POPULATIOH= 27 > THE X OF REiiAINXttG VEHICLES= 26 73 X > THE X OF IHITIAl. VEHICLES= 16.67 X RADIUS TO-10 -POPULA7IOH= 33  % THE X OF REtlAINXHG VEHICLES= 32,67 X ~ THE X OF INITIAL VEHICLES= 20.37 X RADIUS fO-ii--POPULATION= 0 K THE X OF REilAIHIHG VEHICLES= 0.00 X t THE X OF INITIAL VEHICLES= 0.00 X

-TOTAL VEHICLE POPULATION MITHIH TEH ttiLES= 101 -VEHICLE POPULATIOH OUTSIDE TEH tlXLES= 61 TOfAL VEHICLE POPULATION MXTHIN EPZ= 101 -VEHICLE POPULATIOH OUTSIDE EPZ= 61 THE INITIAL VEHICLE POPULATIOti NS = 162 TOTAL TINE ELAPSED= 3000 SECOiiDS OR 0 HOURS, 50 ilXHUTES, AND 0 THE VEHICLE POPULATIOH IM THE TMO ttiLE RADIUS IS 0 SECONDS'iLOD=

THE VEHICLE POPULATION Iii ZOiiE= 1 IS 0 THE VEHICLE POVULAJIOH IN THE FIVE tllLE RADIUS IS 0 VFHCCLE POPULATIOii OF ZOtiE= 2 ROAD= 7 XS EQUAL TO 4 QUEUES: i'iRAN= 0 iiBAC= 0 VttOTO=

VEH1CLE POPULATION OF ZONE= 2 ROAD= 9 IS EQUAL 70 2 QUEUES: itlRAH= tiLOD= 0 tiBAC= 0 Vil070=

VEHICLE POPULAT'XOH OF ZOHE= 2 ROAD= l4 XS EQUAL TO 2 QUEUES: NRAH= iiLOD= 0 tlBAC= 0 VnorO=

THE VEHICI.E POPULATION IH ZONE= 2 IS 8 VEH~ ULATXON OF ZOtiE 3 iMOAD- 20 IS EQUAL TO 2 QUEUES: ttRAN= tiLOD= 0 tiBAC= VNOTO= 0 VEH PULATIOH OF ZOtlE= 3 ROAD= 24 XS EQUAL TO 1 QUEUES'RAH= NLOD= 0 NBAC= VllOT0= . 1 VEttICL OPULATION OF ZONE" 3 ROAD= 27 IS EQUAL fO 3 QUEUES: HRAH= NLOD= 0 tiBAC= ViNOTO= 3 VEHICLE POPULATION OF ZOHE= 3 ROAD= 30 IS EQUAL TO 6 QUEUES: NRAN= HLOD= 0 H BAG= NOTO= 6

-H IHIS Ik A ltUN ilAOE Oil tHE FRKTREEBA COUNTY FILE OH DATE= 09/23/82 PAGE 9 V POPULATIOH OF ZONE= 3 ROAD= 33 IS EQUAL TO 14 QUEUES'lRAN-" 0 tiLOD= 0 NBAC= 0 VBOTO= 14 V POPULAIIOil OF ZONE" 3 ROAD 34 IS EQUAL TO 1 QUEUES'RAN- 0 ttLOD= 0 NBAC= 0 VBOTO= 1 THE VEHICLE POPULATION IH ZONE= 3 IS 27 IHE VEHICLE POPULAfION IN ZOHE= 4 IS 0 THE TOTAL 'VEHICLE POPULATION Itl THE TEH BILE RADIUS = 35 ttlE TOTAL VEHICLE POPULA7IOH IH fHE EHtIRE EPZ='5 THE PERCEH'f OF THE IHITIAL POPULATION THAT HAS BEEH EVACUATED = 78 40X

~

121 UEHICl.E POPULATIOH AS A FUHCTIOH OF RADIAL DISTANCE AT TINE: 0 HOURS> 50 BINUIES, AND 0 SECOHDS.

RADIUS - O-l'0- -POPULATIOH= -

1 0 THE X OF REBAItlIHG VEHICLES= 0.00 X > THE Z OF .IHITIAL VEHICLES= 0.00 X RADIUS TO- 2 -POPULAIIGN= 0 ~ THE X OF REBAIHING VEHICLES= 0.00 X i 'fHE X OF IHITIAL VEHICLES= 0 ~ 00 X RADIUS TO- 3--POPULATIOH= 0 K IHE X OF REilAIHING VEHICLES= 0.00 X F THE X OF IHITIAL VEHICLES= 0.00 X TO- 4--POPULATION= - 0.00 RADIUS 0 THE X OF REBAIHIHG VEHICLES= 0.00 X  % tHE Z OF IH17IAL VEHICLES= X RADIUS TO- S -POPULATION= 0 ik THE Z OF REBAItlING VEHICLES= 0.00 X K THE X OF IHITIAL VEHICLES= 0.00 Z RADIUS-- 5 6--POPULATIOH= 0 ~ IHE X OF REtlAIHIHG VEHICLES= 0.00 X ~ THE X OF IH1TIAL VEHICLES= 0 ~ 00 X RADIUS TO- 7 -POPULATION= 6 ~ THE Z OF ltEBAINING VEHICl.ES= 17.14 Z K l'HE Z OF IHITIAL UEHICLES= 3.70 X RADIUS TO- 8--POPULATIOH= -

3 i IHE X OF REBAINING VEHICLES= 8.57 X ~ THE X OF IHITIAL VEHICLES= 1.85 X RADIUS TO- 9

-POPULAIIOtl= ll ~ THE X OF REBAINING VEHICLES= 31.43 X i IHE X OF ItlIIIALVEHICLES= 6 ~ 79 X RADIUS--- 9-70-10 -POPULATION= 15 ~ THE X OF REBAIHIHG VEHICLES= 42.86 X t THE X OF IHITIAL VEHICLES= 9.26 Z RADIUS TO-1 1-.POPULATION= 0 ~ THE Z OF REBAIHIHG VEHICLES= 0,00 Z THE Z OF IHITIAL VEHICLES= 0.00 Z

-TOTAL VEHICLE POPULATIOH MITHIH IEH tllLES= 35 -VEHICLE POPULATIOH OUTSIDE TEN BILES= 127-TOTAL VEHICLE POPULATIOH MI7HIH EPZ= 35 -VEHICLE POPULATIOH OUTSIDE EPZ= 127 Tk xAL VEHICLE POPULATION MAS = 162 I'0 BE ELAPSED 3600 SECOHDS OR 1 HOURS' BINUTES) AND 0 SECOHDS ~

THE VEHICLE POPULATIOH IN THE IMO BILE RADIUS IS 0 IHE UFHICLE POPULATIOH IH ZONE= 1 IS 0 THE VEHICLE POPULATIOH IN THE FIVE BILE RADIUS IS 0 THE VEHICLE POPULATIOH IN ZONE= 2 IS 0 VEHICLE POPUI.AIIOH OF EONE= 3 ROAD= 33 IS EQUAL TO 4 QUEUES: tiRAH= 0 HLOD= 0 HBAC= 0 UBOTO=

THE VEHICLE POPULATIOH IN ZONE= 3 IS 4 THE VEHICLE POPULATIOH IH EONE= 4 IS 0 THE TOTAL VEHICLE POPULATIOH IH THE IEH NILE RADIUS = 4 THE TOTAL VEHICLE POPULAIION IN THE EHTIRE EPZ= 4 fHE PERCEHT OF THE IHITIAL POPULATION THAT HAS BEEH EVACUAl'ED = 97.53X 14S VEHICLE POPULATIOH AS A fUNCTIOH OF RADIAL DISTANCE AT TINE: 1 HOURS, 0,"lIHUTES, AND 0 SECONDS.

RADIUS TO- 1 -POPULAIIOH= 0 ~ THE X OF REBAltlING VEHICLES= 0.00 X ~ THE X OF INITIAL VEHICLES= 0 F 00 X RADIUS TO- 2 -POPULATIOH= 0  % THE Z OF REBAItlING VEHICLES= 0 ~ 00 X K THE X OF IHITIAL VEHICLES= 0 F 00 Z RADIUS"2-TO- 3 -POPULATION= 0  % THE X OF REllAINIHG VFHICLES= 0.00 X  % THE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 4-"-POPULATION= 0 > fHE X OF REBAINING VEHICLES= 0 ~ 00 X K THE X OF IttITIAL VEHICLES= 0.00 X RADIUS 70- 5 -POPULATIOH= 0 + THE X OF REtIAIHIHG VEHICLES= 0.00 X ~ THE X OF ItllTIAL VEHICLES= 0.00 X RAOIUS - S-TO- 6 -POPULATIOH= 0 IHE X Of REBAINING VEHICLES= 0,00 X ~ THE Z OF It!ITIAL VEHICLES= 0."00 Z RADIUS--- 6 7 POPULATION= 0 c THE X OF REBAINIHG VEHICl.ES= 0 ~ 00 Z y THE X OF INITIAL VEHICLES= 0.00 Z RADIUS f0- 8 -POPULAIIOH= 0 K THE X OF REBAIHIHG VEHICLES= 0,00 7, w 7HE X df INITIAL VEHICLES= 0,00 X RADIUS 70- 9 -POPULATION= 0 ~ IHE X OF REBAIHIHG VEHICLES= 0 ~ 00 X i THE X OF INITIAL UEHICLES= 0.00 X RAD 'f0-10 -POPULATIOH= 4 K IHE 7. OF REBAIHING VEHICLES=100.0D X > IklE Z OF INITIAL VEHICLES= 2,47 X RA 10-70-11-"-POPULATION= 0 t THE X OF REBAINING VEHICLES= 0,00 X  % THE X OF ItllTIAL VEHICLES= 0.00 X IAL VEHICLE POPULAtIOtl MITHIH TEN BILES= 4 -UEHICLE POPULATION OUTSIDE TEH il{LES= 153

-- -TOTAL VEHICLE POPULATIOH MITHIH EPZ= 4 -VEHICLE POPULATIOtl OUTSIDE EPZ= 158

THIS IS A RUtl ilADE OH THE FRKTREEGA COUHTT FILE OH DATE= 09/23/82 t:">> PAGE 10 IAI. VEHICLE POPULATlOH HAS = ih2 TO TIVE ELAPSED= 4200 SECONDS OR I HOURS, 10 HIHUTES, AHD 0 SECOHDS.

THE 'VEHICLE POPULATIOH IH THE TMO llILE RADIUS IS 0 l'HE VEHICLE POPULATIOH IH ZOHE= I IS 0 THE VEHICLE POPULATIOH Iu THE FIVE AILE RADIUS IS 0 THE VEHICLE POPULATIOH IH ZONE= 2 IS 0 THE VEHICLE POPULATION IH ZONE= 3 IS 0 THE VEHICLE POPULATIOH IH ZONE= 4 IS 0 THE TOTAL VEHICLE POPULATIOH IH.THE TEH tlILE RADIUS = 0 THE TOTAL VEHICLE POPULATIOH IH THE EHTIRE EPZ= 0 THE PERCEHT OF THE IHITIAL POPULATIOH THAT HAS 8EEH EVACUATED = 100,00X VEHICLE POPULATION AS A FUHCTIOH OF RADIAL DISTAHCE AT TIAE: I HOURS, 10 HIHUTES, AHD 0 SECONDS.

I DATE: 09/23/82 TIRE <llIH,SEC,TICKS): 558: 52:323 CPU TIRE (SEC)TICKS): 23: 48 DISK I/O (SECg TICKS) 10 /9 TICKS/SECOHD )

0 THIS IS A RUN HADE OH THE i'(BEH1 COUHTY FILE OH DATE= 08/30/82 >>>>>> PAGE 1 T HIS IS A RUH HADE OH THE NBEHi COUHTY FILE OH DATE= 08/30/82 CHANGED XSTG POPS TO REFLECT Mt(P-2 8 3/84 OPERATIONAL STAFFING LEVEL AHD RA((PED-UP CONSTRUCTIOH LEVEL. PSF U/ EOF STAFFED. NAXDEP CHANGED SEC FRON 0 ~ OTTLEY'S 600 SEC, DATE: 08/30/82 TINE (NIH,SEC, fICKS): 712: 6:238 CPU Tll!E (SEC)TICKS): 2: 33 DISK I/O (SEC,rICKS): 4:232 l 330 TICKS/SECOHD )

LU= 6 DELT= 25 TYP= 24 FRACT= 0.10 ilAXDEP= 2400 POPVEH= 3 LGCODE= 1 FLORAT= 1700 EVL= 14.20 V= 30.00 ZIPPO= 1 ZFIV= 2 ZTEH= 3 ZEPZ= 3 ISTG= 7 EX= 14 EPZ= 11

>>>>>>ZONE: 1 POPZH= 0. HRDS= 7 LEHRDS= 13500.

ZHRD: 1 LINK= 5 LEH= 5DO RADIS= 1 t(O((VEL= 40 NLAHES= 2 HRSEC= 4 POPRD= 0 NRAH= 0 IHCDIS= 0 Zt(RD: 2 Llt(K= 3 LEH= 1000 RAD IS= 1 HONVEL= 40 HLAHES= 2 i(RSEC= 0 POPRD= 0 tlRAH= 0 IHCDIS= 0 ZH: 3 LlilK= 6 LfH= 1500 RADIS= 2 HONVEL= 40 HLANES= 2 t(RSEC= 7 D'NRAH= 0 Ii(CDIS= 0 LINK= 5 LEH= 1500 RADXS= 1 HONVEL= 40 HLAHES= 2 HRSEC= 1 POP = 0 HRAH= 0 IHCDIS= 0 ZHRD: 5 LINK= 10 LEH= 3000 RADIS= 2 HOilVEL= 40 i(LANES= 2 HRSEC=

POPRD= 0 HRAN= 0 IHCDIS= 0 ZHRD: 6 LIHK= 9 LEH= - 2000 RADXS= 2 i(ONVEL= 40 HLAHES= 2 NRSEC= 8 POPRD= 0 t(RAH= 0 INCDIS= 0 Zt(RD: 7 LIHK= 6 LEH= 4000 RADIS= 2 HO((VEL= 40 HLAHES= 2 NRSEC= 3 POPRD= 0 HRAN= 0 IHCDIS= 0

>>>>>>ZOHE: 2 POPZH= 0. HRDS= 3 LENRDS= 8000.

ZHRD: 8 LItlK= 9 LEH= 2000 RADIS= 3 HO(lVEL= 40 HLANES= 1 HRSEC= 6 POPRD= 0 HRAH= 0 IHCDIS= 0 ZHRD: 9 LI((K= 10 LEH= 500 RADIS= 3 HOt(VEL= 40 HLANES= 2 HRSEC= 5 POPRD= '0 HRAH= 0 IHCDXS= 0 Zt(RD: 10 LINK= 11 LEH= 5500 RADIS-" 5 HO(lVEL= 40 HLAHES= 2 t(RSEC= 0 POPRD= 0 NRAH= 0 XHCDIS= 0

>>>>>>ZOHE: 3 POPZH= 0. NRDS= 3 LEHRDS= 16500.

ZHRD: 11 l.IHK= 13 LEH= 6000 RADXS= 8 HO((VEL= 40 HLAHES= 2 HRSEC= 12 POPRD= 0 HRAH= 0 IHCDXS= 0 ZHRD: 12 Lli(K= 13 l.EH= 8000 RADXS= 9 HO(lVEL= 40 HLAHES= 1 HRSEC= 11 POPRD= 0 HRA(l= 0 IHCDIS= 0 ZHRD: 13 LINK= 14 LEH= 2500 RADIS= 10 t(O(lVEL= 40 2(LAHES= 2 HRSEC= 0 POPRD= 0 tiRAH= 0 INCDIS= 0

>>>>>>ZONE: 4 POPZH= 0, 1 LEHRDS=

'RDS=

9999.

ZHRD: 14 Llt(Ki= 14 LEH= 9999'ADIS= 11 t(O((VEL= 40 HLA((ES= i'(RSEC= 0

>>>>XSTG: ROAD= 1 LE((STG= 500 POPSTG= 2400 PVSTG= 1.50

>>>> ROAD= 2 LENSTG= 500 POPSTG= 525 PVSTG= 1.5D

>> ROAD= 4 LEHSTG= 1000 POPSTG= 3 PVSTG= 1.50 u ~ ROAD= 8 LEHSTG= 1500 POPSTG= 1187 PVSTG= 1,50

fKIS IS A iRUH ltADE OH ZKE ilBENI COUHZY FILE ON DATE= 08/30/82 <<>>>> PAGE 2

>>>>ISTG: ROAD= 11 LENSTG= 2000 POPSTG= 2918 PVSTG= 1.50 TG: ROAD= 12 LENSTG= 1500 POPSTG= 750 PVSTG= 1.50

ROAD= 13 LEHSTG= 500 POPSTG= 1040 PVSTG= 1,50 fKE IHITIAL VEHICLE POPULATIOH HAS = 0 TOTAL TltiE ELAPSED= 0 SECOHDS OR 0 HOURS, 0 liIHUTES, AHD 0 SECOHDS.

VEHICLE POPULA710H OF ZOHE= I ROAD= I IS EQUAL TO 1600 QUEUES: MRAtl= 1600 ilLOD= 0 NBAC= 0 VNOTO= 0 VEHICLE POPULATIOH OF ZONE= I ROAD= 2 IS EQUAL TO 350 QUEUES: HRAH= 350 ,HLOD= 0 MBAC= 0 UtIOTO<< 0 VEHICLE POPULATIOH OF ZONE= I ROAD= 4 IS EQUAL TO 2 QUEUES: tlRAH= 2 MLOD= 0 HBAC= 0 VKOTO= 0 7KE VEHICLE POPULA710H IH ZOtlE= I IS 1952 THE VEHICLE POPULAZIOH IH THE TMO tIILE RADIUS IS 1952 VEHICLE POPULATION OF ZONE= 2 ROAD= 8 IS EQUAL TO 791 QUEUES'lRAN= 791 HLOD= 0 NBAC= 0 Uti070<< 0 7HE VEHICLE POPULAZIOH IH ZONE= 2 IS 791 THE VEHICLE POPULATIOH IN THE FIVE lilLE RADIUS IS 2743 VEKICLE POPULATIOH OF ZOHE= 3 ROAD= 11 IS EQUAL TO 1945 QUEUES: HRAH= 1945 NLOD= 0 HBAC= 0 ViiOTO= 0 VEHICLE POPULATIOH OF ZONE= 3 ROAD= 12 IS EQUAL TO 500 QUEUES: HRAM= 500 MLOD= 0 HBAC= 0 VNOTO= 0 VEHICLE POPULAZIOH OF ZOHE= 3 ROAD= 13 IS EQUAL TO 693 QUEUES: NRAH= 693 HLOD= D HBAC= 0 UtIOZO= 0 THE VEHICLE POPULATION IH ZOHE= 3 IS 3138 THE TOTAL VEHICLE POPULATIOH IH THE TEH NILE RADIUS = 5881 THE TOTAL VEHICLE POPULAZIOH IN THE EHTIRE EPZ= 5881 ZKE PERCEHZ OF THE IHITIAL POPULAZION ZKAT KAS BEEH EVACUATED = 0,00Z UEKICLE POPULAZIOH AS A FUtlCTIOH OF RADIAL DISZAHCE AT TIKE: 0 HOURS, 0 tIINUTES, AMD 0 SECOHDS.

R 70- I -POPULATION= 1952>> THE X OF REtiAIHIMG VEHICLES= 33.19 X>> THE X OF IHITIAL VEHICLES= 33.19 X I-f0- 2 -POPULAfIOH= 0>> THE X OF REKAItlIHG VEHICLES= 0 ~ 00 / >> THE X OF IMITIAL UEHICLES= 0.00 X 70- 3--POPULATIOH= 791>> THE X OF.REliAINIHG VEHICLES= 13.45 X>> THE X OF IHITIAL VEHICLES= 13,45 X RADIUS -

3-TO- 4 -POPULAfIOtl= 0>> THE X OF REiiAIHIHG VEKICLES= 0.00 X>> tHE X OF IHITIAL VEHICLES= 0.00 X RADIUS - 4-TO- 5--POPULATION<<0>> TKE X OF REIIAIHIHG VEHICLES= 0.00 X>> TKE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 6--POPULAZIOH= 0>> 'fKE X OF RENAIttIttG VEHICLES= 0,00 X>> THE X OF ItlITIAL UEKICLES= 0.00 X RADIUS 70- 7"-POPULA710H= 0>> THE X OF REiiAIHIMG VEHICLES= 0.00 X>> 7KE X OF IMIT1AL VEHICLES= 0.00 X RADIUS fO- 8 -POPULATIOH= 1945>> ZHE X OF REMAINING VEHICLES= 33.07 /

ZKE X OF IHIZIAL VEHICLES= 33 '7 X RADIUS 70- 9--POPULATION= 500>> THE X OF REltAIttING VEHICLES= 8~ 50 X>> THE X OF INITIAL VEHICLES= 8.50 X RADIUS - 9-TO-10 -POPULAI'IOH= 693

" l'KE X OF REKAINItlG VEKICLFS= 11.78 X THE X OF IHITIAL VEHICLES= 11.78 X RADIUS---10-TO"11 "POPULATION= 0>> THE X OF REDAINIHG UEKICLES= 0.00 X <<THE X OF IHITIAL UEHICLES= 0.00 X

---fOTAL VEHICLE POPULATIOH ttITKIN TEH KILES<<5881 -VEHICLE POPULAZION OUTSIDE ZEH MILES= 0

--- TOTAL UEKICLE POPULATIOH MITKIH EPZ= 5881 -VEHICLE POPULATION OUTSIDE EPZ= 0 TiKE IHITIAL VEHICLE POPULATIOtl HAS = 5881 TOTAL TIKE ELAPSED= 600 SECOHDS OR 0 HOURS, 10 NIHUTES, AHD 0 SECONDS.

VEHICLE POPULATIOH OF ZONE= I ROAD= I IS EQUAL TO 1441 QUEUES: MRAN= 1441 NLOD= 0 NBAC= 0 UtiO fO= 0 VEHICLE POPULATIOH OF ZOHE= I ROAD= 2 IS EQUAL 70 316 QUEUES: NRAH= 316 HLOD= 0 HBAC= 0 Vlt070<<0 VEHICLE POPULATIOH OF ZONE= I ROAD= 3 IS EQNL TO 4 QUEUES: tlRAil= 0 HLOD= 0 HBAC= 0 NOTO= 4 VEHICLE POPULATION OF ZONE= I ROAD= 4 IS EQUAL TO 2 QUEUES: HRAM= 2 MLOD= 0 tlBAC= 0 VliOTO<< 0 VEHICLE POPULATIOil OF ZOHE= I ROAD= 5 IS EQUAL TO 46 QUEUES: NRAN= 0 NLOD= 0 HBAC= 0 VNOTO= 46 VEHICLE POPULATION OF ZONE= I ROAD= 6 IS EQUAL 70 7 QUEUES: MRAH= 0 HLOD= 0 HBAC= 0 Vli070= 7 fHE VEHICLE POPULATION IN ZONE= I IS 1816 THE VEHICLE POPULATIOH IH THE ZttO NILE RADIUS IS 1816 VE E POPULATIOH OF ZONE= 2 ROAD= 8 IS EQUAL ZO 712 QUEUES: HRAH= 712 NLOD= 0 itlBAC= 0 VNOTO= 0 V POPULATIOH OF ZOtlE= 2 ROAD= 9 IS EQUAL TO 6 QUEUES: HRAH= 0 NLOD= 0 i'lBAC= 0 Utt070<< 6 POPULATION OF ZOtlE= 2 ROAD= 10 IS EQUAL TO 149 QUEUES: ttRAtt<< 0 ilLOD= 0 MBAC<< 0 Ult070<<149 THE VEHICLE POPULATIOH IN ZONE= 2 IS 867

THIS IS A RUH )lADE OH THE HBEHL COUNTY FlLE OH Dh'fE= 08/30/82 >K~ PAGE 3 VEHICLE POPULATIOH IH THE FIVE tllLf RADIUS IS 2683 E POPULATIOH OF ZOt)E= 3 ROAD= 11 IS EQUAL TO 1884 QUEUES: HRAH= 1751 HLOD= 0 HBAC= 0 VilOTO= 133 Lf POPULAIIOH OF ZOHE= 3 ROAD= 12 IS EQUAL TO 451 QUEUES: HRA)t= 451 MLOD= 0 MBAC= 0 Vl)OTO= 0 VEHICLE POPULATION OF ZOHE= 3 ROAD= 13 IS EQUAL TO 635 QUEUES'lRAH" 624 itLOD 0 HBAC= 0 VllOTO 11 THE VEHICLE POPULATION IH ZOHE= 3 IS 2970 IHE IOl'AL VEHICLE POPULATIOH IH THE TEH illLE RADIUS = 5653 THE TOTAL VEHICLE POPULATXOH Itl THE Et)TIRE EPZ= 5653 THE PERCEHI'F THE IHITIAL POPULATIOH THAT HAS BEEH EVACUATED = 3.88%

VEHICLE POPULATION AS A FUttCIIOH OF RADIAL DISTANCE AT TINf' HOURS, 10 ))INDIES, AHD 0 SECOHDS.

KADXUS 70- -POPULATION=

1 1759 + THE X OF RE)tAIHIHG VEHICLES= 31.12 X ii IHE X OF LH17IAL VEHICLES= 29.91 X RADIUS TO- 2 -POPULAfIOH= 57 ~ THE X OF RE)lAIHIMG VEHICLES= 1.01 Z + THE X OF IHITLAL VEHICLES= 0.97 Z RADIUS 70- 3 -POPULATION= 718 i IHE X OF REMIHIHB VEHICLES= 12,70 X K THE X OF LHITXAL VEHICLES= 12.21 Z RADIUS-- 3-TO- 4 -POPULA7IOM= 0 K THE Z OF Rf)LAIHIHG VEHICLES= 0,00 Z + THE X OF IHITIAL VEHICLES= 0,00 Z RADIUS-- 4-TO- 5--POPULATION= 149 ii 7HE X OF KEMIHIHG VEHICLES= 2.64 X ii 7HE X OF INITIAL VEHICLfS= 2.53 X RADIUS-- S-TO- 6--POPULAflOH= 0 K THE  % OF RE)lAIHIHG VEHICLES= 0.00 X ii IHE Z OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 7 -POPULATION= 0 i THE X OF REllAIHI))G VEHICLES= 0.00 X ii THE X OF INITIAL VEHICLES= 0.00 X RADIUS TO- S -POPULATIOH= L884 ~ THE Z OF RE)IAIt)IHG VEHICLES= 33.33 X ii THE X OF IHITIAL VEHICLES= 32.04 X RADIUS TO- 9 -POPULATION= 451 ~ THE X OF RE)IAIHIMB VEHICLES= 7.98 X ~ 7HE X OF INITIAL VEHICLES= 7.67 X RADIUS TO-10 -POPULATIOH= 635 ii THE X OF Rftlhlt)IHG VEHICLES= 11.23 Z  % THE  % OF INITIAL VEHICLES= 10,80 X TO-ii--POPULATION=

RADIUS 0 > IHE X OF RE)IAIHING VEHICLES=

-TOTAL VEHLCLE POPULATIOH ttITHIH TEH )tILES= 5653 --VfHLCLE POPULATXOH OUTSIDE TOTAL VEHICLE POPULATION MITIIIN EPZ= 5653 -VEHICLE POPULAIIO]t OUTSIDE EPZ=ffH 2213 0.00 X  % THE X OF llILES=

IHITIAL VEHICLES= 0.00 X, 22S TH HITIAL VEHICLE POPULAl'IOH HAS = 5881 TOTAL ! ItlE ELAPSED-- 1200 SECOt)DS OR 0 1!'>l!'S; 20 fit'UTES, AMD 0 SECONDS.

VEHlCLE POPULATIOH OF ZOHE= 1 ROAD= 1 LS EQUAL TO 1081 QUEUES: NRAN= 10SL t)LOD= 0 HSAC= Vili)fO= 0 VEHICLE POPULA'flOH OF ZONE= 1 ROAD= 2 IS EQNL IO 237 QUEUES: t)RAN= 237 HLOD= 0 ilBAC= V))OTO= 0 VEHICLE POPULATlOH OF- ZONf= 1 ROAD= 3 IS EQUAL TO 10 QUEUES: NRAH= 0 HLOD= 0 HBAC= Vt)OTO= 10 VEHICLE POPULATIOH OF ZONE= 1 ROAD= 4 IS EQUAL TO 2 QUEUES: 1)RAN= 2 HLOD= 0 HBAC= Vt)OTO= 0 VEHICLE POPULATIOH OF ZONE= 1 ROAD= 5 IS EQNL TO '05 QUEUES: HRAH= 0 HLOD= 0 NBAC= V)1070= 105 VEHICLE POPULATIOH OF ZOHE= 1 ROAD= 6 IS EQUAL TO 16 QUEUES: MRAN= 0 HLOD= 0 HBAC= V)lOTO= 16 THE VEHICLE POPULATIOH IH ZOHE= 1 XS 1451 THE VEHICLE POPULATIOH IH IHE Tt)O illLE RADIUS IS 1451 VEHICLE POPULATIOH OF ZONE= 2 ROAD= S IS EQUAL TO 534 QUEUES: HRAH= 534 i'iLOD= 0 t)SAC= 0 VllO fO= 0 VEHICLE POPULATION OF ZONE= 2 ROAD= 9 IS EQNL TO ii QUEUES: t)RAN= 0 tlLOD= 0 tlBAC= 0 VllOTO= li VEHICLE POPULATIOH OF lONE= 2 ROAD= 10 IS EQUAL TO 360 QUEUES: NRAH= 0 HLOD= 0 HBAC= 19 VllOTO= 341 THE VEHICLE POPULATION ltl ZOHE= 2 IS 905 IHE VEHICLE POPULAl'IOH Lit THE FIVE llILE RADIUS IS 2356 VEHICLE POPULATION OF ZONE= 3 ROAD= 11 IS EQUAL TO 1543 QUEUES: HRAH= 1313 t)LOD= 0 HBAC= 0 Vl!OTO= 230 VEHICLE POPULATION OF ZOHE= 3 ROAD= 12 IS EQUAL TO 338 QUEUES: HRAM= 338 HLOD= 0 HBAC= 0 VNOIO= 0 VEHICLf POPULATION OF ZOHE= 3 ROAD= 13 IS EQUAL TO 726 QUEUfS: HRAN= 468 HLOD= 0 i'tBAC= 0 V)IOTO= 258 THE VEHICLE POPULATION IH ZOHE= 3 IS 2607 THE TOTAL VEHICLE POPULATION XM THE TEH tlILE RADIUS = 4963 IHE TOTAL VEHICLE POPULATLOH IH THE FHTIRE fPZ= 4963 THE PERCENT OF THE LHITIAL POPULATIOH THAT HAS BEEH EVACUATED = 15.61X 49 POPULATION AS A FUHCTIOM OF RADIAL DISTANCE Al'lllE: 0 HOURS, 20 11INUTES, AMD 0 SECONDS.

Rh

"" 0 fO RADIUS TO-1 "POPULATIOit= 1320 < 'fHE 2-"-POPULATIOH=

'F iaaf)lhlHLHG VEHXCLfS= 26,60 7. ~ THE  ! OF IHITIAL VEHICLES= 22,45  %

131 w IHE X OF REM11)IHG VEHICLES= 2.64 X ~ THE X OF INITIAL VEHICLES= 2.23 X RADIUS TO- 3 -POPULATION= 545 ii THE  % OF RENAIMING VEHICLES= 10.98  % i'HE  % OF lttlTIAL VEHICLES= 9.27 X

I i

TIIIS IS'A RUH HADE ON THE HBEH1 COUNTY FILE OW DATE= 08/30/82 ~~~ PAGE 4

' fO- 4 -POPULATIOH= 0 ~ fHE X OF RENAXHING VEHICLES= 0 ~ 00 X K THE X OF IHIZIAL VEHICLES= 0.00 X 4-TO- 5--l'OPULATIOH= 360 > THE X OF REttAIHIttG VEHICLES= 7.25 X + THE X OF IHITIAL VEHICLES= 6.12 X S

TO- 6 -POPULAfIOtl= 0 ~ THE X OF RENAIHING VEHICLES= 0.00 X ~ THE X OF INITIAL VEHICLES= 0.00 X RADIUS 6 'fO 7 POPULATIOH 0 > THE X OF RENAIHIHG VEHICLES 0 ~ 00 X < THE X OF'tilTIAL VEHICLES 0.00 X RADIUS TO- 8 -POPULATIOH= 1543 ~ l'HE X OF RENAIHIHG VEHICLES= 31,09 X K BE X OF INITIAL VEHICLES= 26.24 X RADIUS - 8-TO- 9 -POPULATION= 338 ~ THE X OF RENAXHIHG VEHICLES= 6,81 X ~ THE X OF IHITIAL VEHICLES= 5.75 X RADIUS - 9-TO-10 -POPULATIOH= 726 ~ THE X OF RENAINING VEHICLES= 14.63 X > THE X OF INITIAL VEHICLES= 12.34 X RADIUS TO-11 -POPULATIOti= 0  % THE X OF RENAIHltiG VEHICLES= 0.00 X K IHE X OF IHITIAL VEHICLES= D.OD X

-TOZAL VEHICLE POPULATIOH MITHIN TEH NILES= 4963 -VEHICLE POPULAIIOH OUTSIDE TEN GILES= 918 TOTAL VEHICLE POPULATIOH MITHIH EPZ= 4963 -VEHICLE POPULATIOH OUTSIDE EPZ= 918 THE IHITIAL VEHICLE POPULATIOH MAS = 5881 TOZAL TINE ELAPSED= 180D SECOtiDS OR 0 HOURS, 30 NIHUTES, AHD 0 SECOHDS ~

VEHICLE POPULATIOH OF ZONE= 1 ROAD= 1 IS EQUAL TO 361 QUEUES: NRAH= 361 tiLOD= 0 HBAC= VNOTO= 0 VEHICLE POPULATION OF ZONE= 1 ROAD= 2 IS EQUAl. TO 79 QUEUES: HRAH= 79 NLOD= 0 HBAC= MOTO= 0 VEHICLE POPULAI'XOH OF ZONE= 1 ROAD= 3 IS EQUAL TO 20 QUEUES: HRAN= 0 HLOD= 0 NBAC= UNOIO= 20 VEHICLE POPULATION OF ZOHE= 1 ROAD= 5 IS EQUAL TO 270 QUEUES: NRAH= 0 NI.OD= 0 tiBAC= VtlOTO= 270 VEHICLE POPULATIOii OF ZONE= 1 ROAD= 6 IS EQUAL TO 33 QUEUES'iRAH= 0 HLOD= 0 iiBAC= VtlOTO= 33 THE VEHICLE POPULATIOH IN ZONE= 1 IS /63 THE VEHICLE POPULATIOH IH fHE TMO tlILE RADIUS IS 763 VEHICLE POPULATIOH OF ZOtiE= 2 ROAD= 8 IS EQUAL TO 178 QUEUES'RAH= 178 HLOD= 0 iiBAC= 0 UNDID= 0 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 9 IS EQUAL TO 21 QUEUES'RAN= 0 tlLOD= 0 HBAC= 0 UNOZO= 21 VEHICl.E POPULATION OF ZONE= 2 ROAD= 10 IS EQUAL TO 843 QUEUES: NRAH= 0 HLOD= 0 liBAC= 102 VNOTO= 741 l'HE VEHICLE POPULATIOH IH ZOilE= 2 IS 1042 VEHICLE POPULATIOtl IH THE FIVE tlILE RADIUS JS 1805 POPULATIOti OF ZONE= 3 ROAD= ii IS EQUAL TO 874 QUEUES'RAH= 438 tiLOD= 0 NBAC= 0 VNOTO= 436 VE l.E POPULATIOH OF ZONE= 3 ROAD= 12 IS EQUAL TO 113 QUEUES: HRAH= 113 NLOD= 0 NBAC= 0 UNDID= 0 VEHICLE POPULATIOH OF ZONE= 3 ROAD= 13 IS EQUAl. ZO 963 QUEUES: NRAN= 156 . NLOD= 0 NBAC= 500 VNOTO= 307 THE VEHICLE POPULATIOH IH ZOtiE= 3 IS 1950 ZHE fOTAL VEHICLE POPULATIOH IH fHE l'EH NILE RADIUS = 3755 THE TOTAL VEHICLE POPULATION li'i IHE EHZIRE EPZ= 3755 THE PERCEtlf OF THE INIl'IAL POPULATIOtl THAT HAS BEEH EVACUATED = 36.15X 73 i

VEttICLE POPULATION AS A FUttCZXON OF RADIAL DISTAHCE AT TINE: 0 HOURS, 30 NIHUZES, AND 0 SECONDS.

RADIUS TO- -POPULAIIOH=

1 440 ~ THE X OF RERAIHIHG VEHICLES= 11.72 X t THE X OF IHITIAL VEHICLES= 7.48 X RADIUS - 1"TO" 2

-POPULATIOH= 323 K THE X OF RENAIHIHG VEHICLES= 8 ~ 60 X t THE X OF IttlTIAL UEHICLES= 5,49 X RADIUS TO- 3 -POPULATIOH= 199 ~ IHE X OF RENAIHIHG UEHICLES= 5.3D X ti THE X OF IHITIAL VEHICLES= 3.38 X RADIUS IO- 4 -POPULAZIOH= 0 w THE X OF REtlAIHIHG VEHICLES= 0.00 X K l'HE X OF IHITIAL UEHICLES= 0.00 X RADIUS TO- 5 -POPULATIOH= 843  % THE X OF RENAIHIHG VEHICLES= 22.45 X *'HE X OF INITIAL VEHICLES= 14.33 X RADIUS-- 5-fo- 6--POPULATIOH= 0 ~ THE X Of RENAltlIHG VEHICLES= D.oo X ~ ZHE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 7 -POPULATIOH= 0 w THE X OF RENAIHIttG VEHICLES= 0.00 X w THE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 3--POPULATIOH= 874 t THE X OF RENAIHIHG VEHICLES= 23.28 X K ThE X OF IHITIAL VEHICLES= 14.86 X RADIUS TO- 9--POPULATIOH= 113 ~ THE X OF REttAlttIHG VEHICLES= 3.01 X  % THE X OF IHITIAl. VEHICLES= 1.92 X RADIUS-"" 9"TO-10""-POPULATIOtl= 963 > THE X OF RENAIHIHG VEHICLES= 25 ~ 65 X > fHE X Of IHITIAL UEHICLES= lb.37 X RADIUS TO-11 -POPULATIOH= 0 ~ THE X OF REtlAltiIHG VEHICLES= 0.00 X ~ THE X OF INITIAL VEHICLES= 0 00 F X

-TOZAL VEHICLE POPULAl'ION WIZHXH fEH NXLES= 3755 -VEHICLE POPULATIOH OUTSIDE tl NILES= T 2126 TOTAL VEHICLE POPULATION MITMIN EPZ= 3755 -VEHICLE POPULATIOH OUTSIDE EPZ= 2126 ZH< TIAl. VEHICLE POPULATIOH MAS = 5881 TOTAL TlilE ELAPSED= 2400 SECONDS OR 0 HOURS, 40 NIHUTES, AND 0 SECONDS.

VEHICLE POPULAfIOH OF ZOtiE= 1 ROAD= 3 IS EQUAL fO 10 QUEUES: NRAN= 0 NLOD= U HBAC= 0 VNOTO= 10

THIS IS A RUH MADE OH THE NBEHi COUNTY FILE OH DATE= 08/30/82 Ki% PAGE 5 E POPULATIOH OF ZOHf= 1 ROAD= 5 IS EQUAL TO 121 QUfUES: NRAH= 0 MLOD= 0 ltBAC= 0 VtlOTO= 121 E POPULATION OF ZOHE= 1 ROAD= 6 IS EQIJAL TO 17 QUEUES: MRAH= 0 NLOD= 0 NBAC= 0 VAOTO= 17 1'HE VEHICLE POPULATION Iil ZONE=,i IS 148 THE VEHICLE POPULATIOH IH THE TMO tlILE RADIUS IS 148 VEHICLE POPULATIOH OF ZONE= 2 ROAD= 9 IS EQUAL TO 11 QUEUES: NRAH= 0 HLOD= 0 HBAC= 0 VttOTO= 11 VEHICLE POPULATION OF ZONE= 2 ROAD= 10 IS EQUAL TO 618 QUEUES: HRAM= 0 MLOD= 0 i'lBAC= 25 VltOTO= 593 THE VEHICLf POPULATIOH IH ZOHE= 2 IS 629 THE VEHICLE POPULATIOM IH THE FIVE llILE RADIUS IS 777 VEHICLE POPULATIOH OF ZONE= 3 ROAD= 11 IS EQUAL TO 826 QUEUES: HRAH= 0 ilLOD= 0 HBAC= 68 NOTO= 758 VEHICLE POPULATIOH OF ZONE= 3 ROAD= 13 IS EQUAL TO 1057 HRAH= 0 NLOD= 0 NBAC= 734 VttOTO= 323 QUEUES'HE VEHICLE POPULATIOH IM ZONE=. 3 IS 1883 THE TOTAL VEHICLE POPULATIOH IH THE TEH NILE RADIUS = 2660 l'HE TOTAL VEHICLE POPULATIOH IH THE ENTIRE EPZ= 2660 THE PERCEHT OF THE IHITIAL POPULATIOH THAT HAS BEEtl EVACUATED 54.77X 97 VEHICl.E POPULATION AS A FUHCTIOH OF RADIAL DISTAMCf AT TIt!E: 0 HOURS, 40 ltlHUTES, AND 0 SECOHDS.

RADIUS - D-TO- 1--POPULATIOH= 0 K THE X OF RfttAIHIHG VEHICLES= 0,00 X ~ IHE X OF IHITIAL VEHICLES= 0.00 X RADIUS TO- 2--POPULATIOH= 148 ~ THE X OF REtlAIHIHG VEHICLES= 5.56 X ~ THE X OF INITIAL VEHICLES= 2.52 X RADIUS - 2-TO- 3--POPULATIOH= ii + THE X OF REflAIHIHG VEHICLES= 0.41 X ~ THE / OF IHITIAL VEHICLES= 0.19 X RADIUS-- 3-TO- 4 -POPULATIOH= 0 ~ THE X OF RftlAIHIHG VEHICLES= 0.00 X > THE X OF IHITIAL VEHICLES= o.ao x RADIUS l'0- 5 -POPULATIOH= 618  % THE X OF RfttAINIHG VEHICLES= 23.23 X t THE X OF IHITIAL VEHICLES= 10.51 x RADIUS TO- 6 -POPULATION= 0 ~ THE X OF RflthlttIHG VEHICLES= 0.00 X  % THE X OF ItlITIAL VEHICLES= 0.00 X RADIUS - 6-TO- 7 -POPULATIOH= 0  % THE X OF REMAItlIHG VEHICLES= 0.00 X ~ THE X OF IHITIAL VEHICLES= 0,00 X RADIUS - 7-TO- 8 -POPULATIOH= 826 + THE X OF REflAIHIHG VEHICLES= 31,05 X K THE X OF IHITIAL VEHICLES= 14.05 X R' 8-TO- 9 -POPULATIOH= 0 ~ THE X OF REtlAIHIHG VEHICLES= 0.00 X t THf X OF IHITIAL VEHICLES= o.oa x

- 9-TO-10--POPULATIOH= 1057 w THE X OF REllAIHIHG VEHICLES= 39.74 X t THE X OF ItlITIAL VEHICLES= 17.97 X R TO-11-"-POPULATIOH= 0 + THE X OF REMAINIHG VEHICLES= 0.00 X ~ THf X OF ItlITIAL VEHICLES= 0.00 X

-TOTAL VEHICLE POPULATION MITHIH TEM ttlLES= 2660 -VEHICLE POPULATIOH OUTSIDE TEH MILES= 3221 TOTAL VEHICLE POPULATION MITHIN EPZ= 2660 -VEHICLE POPULATIOil OUTSIDE EPZ= 3221 THE INITIAL VEHICLE POPULATIOH ttAS = 5881 TOTAL Tittf ELAPSED= 3000 SECONDS OR 0 HOURS, 50 ttIHUTES, AHD 0 SECOtiDS.

THE VEHICLE POPULATIOH IH ZONE= 1 IS 0 THE VEHICLE POPULATIOtl IH THE TMO iklLE RADIUS IS 0 THE VEHICLE POPULATION Ill ZONE= 2 IS 0 Ttif VEHICLE POPULATION IH THE FIVE tlILE RADIUS IS 0 VEHICLE POPULATIOH OF ZONE= 3 ROAD= ii IS EQUAL TO 582 QUEUES: NRAH= 0 HLOD= 0 HBAC= 0 VllOTO= 582 VEHICLE POPULATIOH OF ZONE= 3 ROAD= 13 IS EQUAL TO 397 QUEUES: NRAH= 0 HLOD= 0 NBAC= 52 VMOTO= 345 THE VEHICLE POPULATIOH IH ZOHE= 3 IS 979 THE TOTAL VEHICLE POPULATIOH IN THE TEH ttILE RADIUS = 979 THE TOTAL VEHICLE POPULATIOH IH THE ENTIRE EPZ= 979 THE PERCfHT OF THE INITIAL POPULATION THAT HAS BEEH EVACUATED = 83.35X 121 VEHICLE POPULATIOH AS A FUHCTIOH OF iRADIAL DISTAilCE AT TIME' HOUitS) 50 MINUTES, AHD 0 SECONDS.

RADIUS-"" D-TO" 1--POPULATION= 0 w THE X OF REllAIHIHG VEHICLES= 0.00 X > THE X OF INITIAL VfHICLES= 0.00 X RADIUS - I-TO- 2 -POPULATIOH= 0 'r'.

THE X OF REMAIHIHG VEHICLES= 0.00 X t THE X OF IHITIAL VfHICLES= 0.00 X RA 2-TO- 3 -POPULATION= 0 ~ THE X OF REttAIHltlG VEHICLES= 0.00 X ~ THE X OF ItllTIAL VEHICLES= a.ao x gl 3-TO- 4 -POPULATION= 0 i THE X OF REQAIHIHG VEHICLES= 0.00 X i THE X OF IHITIAL VEHICLES= 0.00 X RA TO- 5 -POPULATIOH= 0 ~ REttAIHItlG VEHICLES= 0.00 THE X OF X ~ THE X OF INITIAL VEHICLES= 0.00 X RADIUS - 5-TO- 6 -POPULATION= 0 K l'HE X OF RfttAIttIHG VEHICLES= 0.00 X ~ THE X OF IHITIAL VEHICLES= 0,00 X RADIUS-- 6-TO- 7-"-POPULATIOH= 0 > THE X OF RfltAIMIHG VEHICLES= 0.00 X t 'fHE X OF INITIAL VEHICLES= 0.00 X

THIS IS- A RUH HADE OH THE H8EH1 COUi(TY FILE OH DATE= 08/30/82 ~~K PAGE 6

-- 7-TO- 8 -POPULA'flOH= 582 ~ THE X OF RERAIHIHG VEHICLES= 59.45 X ~ fHE X OF IHITIAL VEHICLES= 9.90 X 8-TO- 9--POPULATIOH= 0 THE X OF REttAIHIHG VEHICLES= 0.00  % K fNE X OF IHITIAL VEHICLES= 0.00 X S

- 9-TO-10--POPULATIOH= 397 ~ THE X OF REt(AIHIHG VEHICLES= 40.55 X ~ THE X OF IHITIAL VEHICLES= 6.75 X RADIUS fO-11 -POPULATIOH= 0 THE X OF RE((AIHIHG VEHICLES= 0 ~ 00 X THE X OF IHITIAL VEHICLES= 0.00 X TOTAL VEHICLE POPULATIOH MITHIH TEH llILES= 979 -VEHICLE POPULATIOH OUTSIDE TEH tlILES= 4902 TOTAL VEHICLE POPULATIOH MITNIH EPZ= 979 -VEHICLE POPULATIOH OUTSIDE EPZ= 4902 THE IHITIAL VEHICLE POPULATIOH MAS = 5881 TOTAL TItlE ELAPSED= 3600 SECOHDS OR 1 HOURS, 0 ((IHUTES) AHD 0 SECOHDS ~

THE VEHICLE POPULATIOH IH ZOHE= 1 IS 0 THE VEHICLE POPULATIOH IH THE'TMO f(ILE RADIUS IS 0 THE VEHICLE POPULATIOH IH ZOHE= 2 IS 0 THE VEHICLE POPULATIOH IH THE FIVE fllLE RADIUS IS 0 THE VEHICLE POPULATIOH Ii'f ZOHE= 3 IS 0 THE TOTAL VEHICLE POPULATIOH IH THE TEit f(ILE RADIUS = 0 THE TOTAL VEHICLE POPULATIOH IH THE EHTIRE EPZ= 0 THE PERCEHT OF THE IHITIAL POPULATIOH THAT HAS 8EEH EVACUATED = 100.00X 145 VEHICLE POPULATIOH AS A FUHCTIOH OF RADIAL DISTAHCE AT TIRE 1 HOURS) 0 Dlt(UTES) AHD 0 SECOHDS ~

1

08/30/82 Tli(E (i(IH)SEC) TICKS): 720'6:207 CPU TltlE (SEC)TICKS): 405: 32 DISK I/O (SEC)TICKS): 16:302

( 330 TICKiS/SECOND >