ML19290F401
| ML19290F401 | |
| Person / Time | |
|---|---|
| Site: | Midland |
| Issue date: | 07/31/1980 |
| From: | HMM ASSOCIATES, INC. |
| To: | |
| Shared Package | |
| ML19290F402 | List: |
| References | |
| 80-059, 80-59, NUDOCS 8008080302 | |
| Download: ML19290F401 (112) | |
Text
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'h EVACUATIUN CLEAR-TIME EbIIMATES FOR AREA 5 NEAR THE MIDLAND, MICHIGAN NUCLEAR POWER PLANT HMM Document No.60-059 July, 1980 Prepared for.
CONSUMERS power CuvPANY Jackson, Michiaan P r epa r eil by:
HMM ASSOCIATES, INC.
1% Bear Hill Road Wnithan, Massarhusetts U?l54 900806030fs imS DOCUMENT C0fMS POOR QUAUTY PAGES ,
REPORT
SUMMARY
__ In response to a request of the Nuclear Regulatory unmission (Office of Nuclear Reactor Regulation: letters dated No ve nber 29, 19??; Decemoer 26, 1979; and Ju ly 2, 1960),
unumers Power Company has sponsored the development and "valua tion o f evacuation clear-t ime estimates for the Midlana,
't i ch i ga n lo-mile, plume exposure Emergency Planning Zone (EPZ).
The .RC reqJest relates primarily to the development of
>vacuation time estimates for areas surrounding nuclear power re:ic to r s i tes under both " normal" and " adverse" weather conditions. 3pecifically, the requested information includes:
- 1) Two estimates (normal and adverse weather) for a general evacuation of the population (not including special facilities);
') Ihe total time required to evacuate special facilities (e.g., hospitals) for both normal and adverse weather conditions;
- ) The time required for confirmation of the evacuation;
.) Est ima tes o f evacuation notification times;
- 5) An analysis of alternative prottetive actions, where special evacuation problems are identified; anj
- 6) Documentation of the methodology and assumptions used to develop the estimates.
nis report has been prepared as a response to the NRC r e q u e r. t
'or information.
The Midland plume exposure EPZ encompasses that area within 10 miles of the Midland Nuclear Power Plant (refer to fiaure 2, Section 3). The major metropulitan area within the S-1
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.ez is the City of vidland, located in eastern / central M i c h i rn n , approximately l '. 7 miles northwest of Detroit, 2/
alles east of Mount Pleasant, 2a niles nnrthwest of aaginaw
'ity and 19 miles west o f Bay City.
The City of Midland has a current (1980) permanent population of approximately 40,000 persons. The City includes the major population cor. centration within the 10-mile raolus of the reactor site. This population grouping is largely located smrto of the site and within the 1- to 2-mile radii, Various
'nemical-related incustries, also located primarily within the ity of Midlanu, employ a large portion of the areas work ice The remainder of the EPZ, which includes 16 townships
( eter to Fiqure 1, Sec* ion 5), is characterized as rural, with r"s ilent ial ano agricultural land uses Seing most prevalent.
H e;, l i e s to the six major areas, identified in the NRC moms t for information, are summarized below:
1)
!\ s discussed in Section ? uf this repurt, a computer modeling approach was used to develop the evacuaticn clear-time estinates. The "EVnC" evacuation networL simulation nodel used for trie analysis, was developed specifically to provide evacuation clear-time e s t i rra te s and related informatico for use in energency planning.
/\ s an initial step in the evacuation clear-time analysis, 1970 U.S. Census data and availaole 1980 population and dwelling unit data was obtained from local and county planning departments on a toanshio basis. In the past, the question of future population within the Midland EP/ area (i.e.,
projected or expected growth) has oeen an issue For analysis purposes, a conservative growth rate has been used to develop a future (?OJ0) popul7 tion estimate This was done p:imarily to c.. ess evuuation implicatinns of significant populat inn b-;
increases within tne Midland EPZ and associated evacuation traffic impacts and, as such, provide additional background information. (This information, however, is not specifically included in the NRC request.) Accordingly, population and a
dwelling unit projection: for the future analysis year (2020) were developed using projected growth increases presented in the 1972 OEERS Projections -
Regional Economic Activity in the U.S., Volume 3, U.S. Water Resources Council, Aashington, DC (refer to Section 4.1.2).
In aedition to the permanent population estimates, existing and future transient (employee)* population es t irra tes were developed using da t a ob ta ir.ad from the Midland f,rea Chamber of Commerce, data obtained frcm Dow Chemical Company and 004 Corning Company, and from a telephone survey to other majrr employern in the study area.
__ In developing total vehicle demand estimates for the 1980 and 2020 cases, the following Dasic assumptions were made:
e permanent Population. One vehicle would be available for each residential unit; and e Transient Population. One vehicle would be avaliable for each employee, except those of Dow Chemical Company and Dow Corning Company, where more detai]ed employee parking data was available for use in estimating anticipated vehicle demand.
- -ror the purposes of this study, transient population is defined as the employment population. There fo re , the total (i.e., permanent plus transient) population estimates developed in this report are conservatively high, since some dounle-counting is included.
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Estimated 1980 permanent and transient population demands are 24,188 vehicles, and 10,170 vehicles, respectively. Corresponding 2020 permanent and transient population vehicle demand totals are 34,135 vehicles and 13,932 vehicles, respectively
( refer to Section 5) .
In order to estimate evacuation clear times, an evaluatiJn was made of the ruaoway network likely to be used by departing vehicles. Key roadways within a 10-mile radius o f the Midland Plant were identified. Roadway classification data obtained from the Michigan Department of Transportation; the Midland, Saginaw and Bay County Road Commissians; the City of vid' nd Engineering Department; and from an extensive field inspection, were used to identify these key roaosays.
An inventory of physical and operational characteristics of the roadway network to be used by evacuating venicles was undertaken. During the field investigation o f the 10-mile EPZ area, various data were collected regsrding existing physical characteristics of the roadway network. This data, collected for intersections and roadway links within the area, included: roadway widths, iden t i fica tion of roaoside obstructions, special turning lanes, general intersection layout, and e s tima t ed roadway grades.
In addition to the physical roadway data,
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operational data was collected such that site-speci fic t ra f fic flow characteristics could be identified and evaluated. Typically, the operational characteristics which were identified include: traffic control (i.e., stop sign, S-4
fixed-time traffic signal, actuated traffic sigonl),
associatr een times for signalized intersections, permittea parking areas, parking restrictions, general vehicle classifications, and free-flow travel speeds.
j Subsequently, an analysis was performed to estimate the clear times involved in completing a public evacuation of each of the sector analysis configurations requested by NRC (refer to Figures 7
, through 22, Section 7. 4 ) . For analysis purposes, the normal condition is defined as being a peak condition (i.e., vehicle demands were calculated assuming day-shift conditions for the transient population ano full occupancy of the pernanent population households). The adverse weather condition was simulated using the same vehicle demand estimates used for the normal condition, and assuming roadway capacity and operational (i.e.,
travel speed) reductions o f approximately 25%.
It should be noted that Midland Township is included in each of the 16 sector configurations. The analyses were structured this way due to the density of permanent and transient populations within Midland Township, as well as its proximity to the Midland Plant.
Figures 7 through 22 herein, also present the estimated evacuation clear times for the folloning conditions:
e 1980 peak conditicn witn traf t ic signai control (P.N -
oial setting *);
'f e fe r to Section 7.2.
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e 1980 peak condition with flashing signal operation; e 20 /' U peak condition with t ra f fic signal control (P.M. peak dial setting *);
e 2020 peak condition with flashing signal operation; e 2020 adverse-weather condition with traffic signal control (P.M. peak dial setting *)' and ,
o 2020 adverse-weather condition with flashing signal control.
These estimated 1980 and 2020 evacuation clear times are summarized in Table 3, Section 7, for each of the 16 secte: configurations. These times are from the initiation of the actual evacuation, to the time
_ at which the 15st automobile within the correspond-ing sector has been evacuated. Additional time for notification and confirmation has not been incluued in these estimates.
The critical area in relation to evacuation traffic flows is Midland Township and specifically the City o f Midland. In general, an evacuation or the Midland EPZ, using existing (1980) vehicle demands for the peak condition is estimated to take between 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> /10 minutes and 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> /50 minutes, depending on che sector configuration ana mode of signal operation. For all cases analyzed, flashing signal operation proved to be more etticient ir processing oter to Section 7.2.
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s 9
l I vehicles during the evacuation than uid fixed-time signal control. It should be noted, however, that safety implications of using flashing signal control during an evacuation have not been assessed.
I Use o f 2020 vehicle demands for the peak condition resulted in estimated evacuation clear times of between 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> /40 minutes and 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> /10 mirutes, dependina on the sector configuration and mode of signal operation. Corresponding 2U20 Clear time estimates for the adverse-weather condition ranged
, fror 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> /50 minutes to S hours /20 minutes.
- 2) The Midland Hospital Center is currently a 305-bed ciJacity facility. This hospital would have the greatest concent ration o f persons with special evacuation needs (i.e., emergency vehicle transport) within the 10-mile EPZ. Accordingly, discussions were I held with personnel of the Midland Hospital Center in order to establish evacuation requirements for thi3 major special facility.
The hospital currently has 16 energency vehicles at its disposal. Typical in-patient requirements, current staffing, and potentially available emergency transport services for the region were reviewed by hospital staff in July of 1960. Based on this review, I it is estimated that evacuation of the hospital could be enmpleted within four hours, and generally within the time required for evacuation of the general public (refer to Section 7.5). It is anticipated that other special facilities within tho 10-mile EPZ, whose evacuation needs would be less uignificant than those of the Midland Hospital Center, would also be a t; l e to evacuate within this time.
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- 3) An evaluation of the time periods associated with recognizing a general emergency condition, assessing of f-site radiological consequences, and notifying o f f-site author ities and, ir necessary, the general public, involve assumptions that stem from the emergency planning framework which is being estaolished for the Midland Nuclear Plant. However, due to insu f fic ient information regarding site-specific practdural guidelines, estimates of the time required to notify persons o f a need to evacuate have not been included in this report. Evacuation notification procedures, to be developed for the Midland Plant, will comply with federal regulations (refer to Section 7.o).
- 4) In addition, times associated with confirmation that an evacuation has been completed have not been included in this report. Evacuation confirmation procedures, to be developed for the Midland Plant, will also comply with Federal Regulations (refer to Section 7.6).
- 5) At this time, it does not appear that special evacuation problems would arise, necessitating alternative actions, such as sheltering. In general, the transportation network within the Midland epi is well-developed, particularly within the City of Midland. Numerous alternative routings are available for evacuation from the EPZ analysis area. The availability of such alternate evacuation routes provides options that can help ninimize vehicle delays during an evacuation. The evacuation clear-time estimates reflect consideration of existing physical and operational roadway characteristics, traditional traffic flow relationships, and aetailed information on the size, distrioution and Dasic tra f fic flow
interactions of the permanent and transient populations. It was assumed that evacuation of special facilities would occur concurrently with the general population and w o u l '1 be completed within the time required to evacuate the ceneral public. It was also assumed that the Midland Hospital Center would be the major facility, within the EPZ, requiring special evacuation needs (i.e., e rr e rg en c y vehicles). It was estimated that this facility could be evacuated nithin the time estiTated for evacuation of the general public
( re fer tc Section 7.5).
n) Specific details pertaining to the methodology and assumpticos used to develop the evacuation clear time estirantes for the Midland EPl are contained in this report (refer to Sections 2 through /).
Throughout the development of this report, various state, county and local agencies and organizations were contactec. These included:
o Midlanc County Emergency Se r v ices Depa r traen t ;
e Michigan Department of Transportation; e City of Midland Engineering Department; e City of Midland Planning Departoent; e City of Midland Police Dep3rtment; e Mioland County Sheriff's Department; e Minland County Roarl Commission; a Saginaw County Road Commission; e Bay County Road Conmission; e Midland Area Chamber o f Commerce; e Midland County Planning Commission; e Bay County Planning Department; e Saginaw County Planning Department; e Midland Hospital Center; e Duw Chemical Company; and e Dow Corning Company.
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Subsequent to a revit-w of a Draft version of this report, comments of principal local, county and state officials, including:
a Michigan lepartment of Transportation; e City of Mi31and Engineering Department; and e Midland Countv Emergency Services Department, are currently being o.tained.
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TABLE OF CONTENTS Page HEPORT
SUMMARY
S-1
- 1. INTRODUCTION 1 1.1 Purpose of Study 1 1.2 Study Overview 1 2 ME THODOLOr ' AND APPROACH 5 2.1 General 5 2.2 EVAC Simulation Model 6 STUOY AREA 10 4 POPULAT[0N DISTRIBUTION 12 4.1 Permanent Population 12 4.1.1 Existing (1980) Permanent Population Estimates 12 4.1.2 Permanent Population Projection Assumptions 13
~.1.3 2020 Permanent Populatica Estimates 14 4.2 Transient Population 14 4.2.1 Existing (1980) Transient Population Estimates 14 4.2./ Transient Population Projection Assumptions 15 4.2.3 2020 Transient Population Estimates 15 a.3 2020 Total Population fur EPZ Analysis 15 S. VEHICLE DEMAND 16 5.1 Qualifying Assumptions 16 5.2 Estimated 1980 Permanent and Transient Population Vehicle Demand 16 S.3 Estimated 2020 Permanent and Transient Population Vehicle Demand 16 t>. HOADWAY NETWORK CHARACTERISTICS 20 6.1 EPZ Evacuation Network 20 6.2 Transportaion Network Inventory 23 6.2.1 General 23 6.2.2 Physical (geometric) Data 24 6.2.3 Operational Data 24
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TABLE OF CONTENTS (Continued)
Page
- 7. EVACUATION CLEAH-TIME ESTIMATES 25 7.1 General 25 7.c Qualifying Assumptions 27 7.3 Evacuation Traffic Flows 29 7.4 Estimated Evacuation Clear Times 32 7.4.1 EPZ Analyses Cases 32 7.4.2 Modeling Results 49 7.5 Special Facilities 51 7.6 Additional Time Associated with Assessment, Notification and Confirmation 52 rip P E ND I X A NUCLEAR REGULATORY COMMISSION REQUEST F0H INFORMATION LETTERS mYENDIX B EVAC INPUT /0UTPUT LISTINGS mwtNDIX C 1980/2020 PERMANENT POPULATION SUMMARIES M4'f NDI X D 1980/2020 TRANSIENT POPULATION SUMidARIES U>PENDIX E TOTAL (PERMANENT AND THANSIENT) POPULATION ROSE APPENDIX F PERMANENT / TRANSIENT POPULATION VEHICLE DEMAND ROSES (1980/2020)
WPENDIX G SAMPLE INTERSECTION / LINK FIELD DATA FURMS
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LIST OF ILLUSTRATIONS Finure Paoe 1 Midland 10-Mile EPZ 3 2 EPZ Study Area 11 3 10-MiJe EPZ Evacuation Network 21 4 Midland Township Evacuatior, Network 22 5 10-Mile EPZ Evacuation Traffic Flow 30 o Midland Township Evacuation Tra f fic Flow 31
/ Evacuation Clear-Time Estimates - Analysis Case i 35 8 Evacuaticn Clear-Time Estimates - Analysis case 2 34 Y
Evacuation Clear-Time Estimates - Analysis Case 3 35 10 Evacuation Clear-Time Estimates - Analysis Case 4 36 11 Evacuation Clear-Time Estimates - Analysis Case 5 3/
12 Evacuation Clear-Time Estimates - Analysis Car.e 6 3d 13 Evacuation Clea r- Time Es tima tes - Analysis Case / 39 la Evacuation Clear-Time Estimates - Analysis Case H 40 15 Evacuation Clear-Time Estimates - Analysis Case 9 41 16 Evacuation Clear-Time Estimates - Analysis Case 10 42 17 Evacuation Clear-Ilme Estimates - Analysis Case 11 43 IS Evacuation Clear-Time Estimates - Analysis Case 12 44 19 Evacuation Clear-Time Estimates - Analysis Case 13 45
.' u Evacuation Clear-Time Estimates - Analysis Case 14 46 J1 Evacuation Clear-Time Estimates - Analysis Case 15 4/
?/ Evacuation Clear-Time Estimates - Analysis Case 16 48 LIST OF TABLES Tahle Pace 1 Estimated Permanent / Transient population Vehicle Demands 17
? Township Evacuation Summary 26 4
Evacuation Clear-Time Estimate Summary 'U
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- 1. INTRODUCTION 1.1 Purpose of Study In letters dated November 29, 1979; December 26, 1979; and July 2, 1980; the Office of Nuclear Reactor Regulation of the Nuclear Regulatory Commission (NRC) issued a request for infornation regarding estimates of evacuation times for various areas around nuclear power reactors (see Appendix A). The NRC request was sent to all licensees authorized to operate a nuclear power reactcr, and to all applicants for a license to operate a power reactor (FSAR docketed). The submission of
>sacuation data is requested so that NRC can ideri. 'fy those instances in which unusual evacuation constraints exist and 7pecial planning measures should be considered.
The NRC reouest Ielates primarily to evacuation times for areas surrounding pewt. reactor sites under both " normal" and "aoverse" weather conditions. In addition, however, NRC has requested each operator to provide ancillary information on iour related topics. First, NRC has asked for estimates of the total time to evacuate special f acilit ies , such as hospitals.
accond, NRC has directed the operators to provide estimates of the time required tc notify the oopulation at risk. Third, an o;timated time required for confirmation of evacuation has been cquested. Fourth, and last, NRC has asked each operator to identify the alternative protective actions, such as sheltering, which may be implemented where "special evacuation ornblems" are identified.
In response to this request, Consumers Power Company has aponsored the development and evaluation - avacuation clear-time estimates for the Mioland, Michigan 10-mile Emergency Planning Zone (EPZ).
1.2 Study Overview In response to the NRC request, Consumers Power Company has retained HMM Associates of Aaltham, Massachusetts to develop
the evacuation clear-time estimates for the Midland plume expo-sure EPZ. The following report has beea prepared to document work performed as a response to the NHu request for information.
The study area (see Figure 1) includes portions of Midland, Bay and Saginaw Counties. Townships which ar located either wholly or partially within the 10-mile radius of the s it e include Midland, encompassing most of the City of Midland, and the townships of Mount Haley, Ingersoll, Porter, rior e r ,
Lee, Lincoln, Larkin, ano Jerome in Midland County; Beaver, 4illiams, Monitor ana Frankenlust in Bay County; and Tittabawassee, Thomas, Richland and Jonesfield in Saginaw
!' aunty.
The major population and employment concentrations within tne 10-mile radius of the reactor site are situated within the
'ity of Midland, primarily north of the site and within the 1-to 2-mile radii. Several large employers are located within this area, including Dow Chemical Company and Dow Corning
.ompany.
In general, the EPZ evacuation road network is particu-larly well-developed. This is true for major streets within the City o f Midland, as well as for the road network in adjoin-ing townships. The evacuation clear-time analysis work aresented in this report reflects both the unique population list ribution and the well-developed road netwolk, specific to the Midland EPZ.
The major objectives of this study were-.
- 1) To estimate evacuation clear times in a manne: which accounts for the site-specific characteristics of the Midland EP', and
) To analyze these evacuation clear-time estimates, in terms of future emergency planning requirements for the Midland EPZ.
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In light of these objec tives, the initial analyses concentrated on:
- 1) Developing data to characterize existing area-wide population characteristics, selected travel characteristics, and major transportation facilities; and
) Developing esacuation scenarios based on these local, site-specific characteristics and facilities.
Section 2 of this report outlines the general methodology
.i n d approach which was used for developing the Midland EPZ "vacuation clear-time estimates. Section 3, brie fly discusses hoth the general characteristics of the Midland EPZ and
- "ographic areas for which evacuation clear-time estimates were
- -; v o l o p e d . Section 4 presents estimates o f existing (1980) and Iuture (202J) permanent and transient populations. These acpulation estimates were used to develop estimates o f vehicle Jemands (i.e., numbers and distribution o f vehicles to be
> v mi cuated), presented in Section 5. Sections 6 and 7 present the Midland EPZ road network characteristics and evacuaticn
' lear-time estimates, respectively.
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] 2. METHODOLOGY AND APPROACH 2.1 General
] Existing (1980) population and dwelling unit data for the Midland 10-mile EPZ area were obtained from local and regional planning departments.
] In addition, major employment centers within the EPZ were identified from data obtaineo from the Midland Area Chamber of Commerce, from Dow Chemical Company and Dow Corning Company, and through a telephone survey to other major employers in the area.
_J Permanent resident and transient (employee) population
_ estimates were used to develop estima tes o f the number of
_] vehicles to be evacuated (anticipated vehicle demand) for
.;ene ral evacua tion scenarios. Permanent population data aDtaiaed from the local planning departments in aggregate form (i.e., Township totals) were disaggregated to reflect existing unpulation distributions within the EPZ. The distrioution o f
,lopulation and the related vehicle demands were derived from a revlew of current aerial photographs for Midland County, from 1 '!"ctric utility meter data obtained from Consumers Power for Ny and Saginaw Counties, and fron detailed housing survey data C
or the City o f Midland.
O computer modeling approach was used to develop the
- lear-time estimates. This approach was considered appropriate ter the PAidland analysis since, in addition to the development
- ! evacuation Clear times, project support information related to energency planning could be provided, should a need exist.
More specifically, the computer modeling approach was used for
_I evacuation clear-time estimates since it.
- 1) accounts for the detailed distribution of vehicle demand (i.e., vehicles associated with the evacuation of permanent and transient population groupings, entered onto the EPl transportation network at approximately 120 locatinns),
_5_
- 2) considers fundamental physical and operational characteristics of the evacuation road network (i.e., the basic operations at approximately 380 intersections and along 870 directional ruad segments in the EPZ network. Field data collected for the evacuation modeling includes standard inputs used for traditional highway capacity analyses, as described in Section 2.2 of this report);
- 3) provides thorough documentation of results;
- 4) provides a means for examining a complex problem in a structured manner (i.e., taking into account likely permanent and transient population interaction, particularly within the City of Midland); and
- 5) can readily address the fair- vs. adverse-weather conditions through calculated reductions in roadway capacity and associated tra f fic operational factors.
In addition, the network, once established, can be used to assess the merits o f various traf fic management measures aimed at developing ar effective, site-specific evacuation plan.
The following section briefly outlines the EVAC simulation model, used to cevelop evacuation clear-time estimates for the Midland EPZ.
.2 EV4C Simulation Mudel The EVAC model is a numerical transportation network simulation model. It was developed by HMM Associates,
'pecifically to provide evacuation clear-time estimates, ano related information for use in emergency planning.
As an 2 litial step, the transportation network is defined as a series of road segments (links) and intersections (nodes),
with additional entry nodes used to input the estimated numbers of vehicles to be evacuated (vehicle demand volumes) and external points (exit nodes) in tne network used to keep track of the numbers :sf vehicles exiting EDZ analysis areas. Roadway links in the evacuation network are coded directionally, Iequired geometric and operational data for the evacuation rnad network include:
e length of road segment; e lane width and number of lanes; e roadway type (uiban, rural' one-way, two-way; parking, no parkirg);
e location within inetropolitan area (central business district, fringe, outer business district, residential);
e free flow speed (i.e., travel speed along road segment during ideal conditions),
a intersection approach width; e special turning lanes; e traffic control (stop sign, fixed-time traffic signal, actuated traffic signal)', and o intersection approach green times (for signalized intersections).
Given the evacuation nighway network data and iime-cependent vehicle loading rates at entry points onto the network, the model calculates traffic flow from each road
.egment entering an intersection, to each road segment leaving an intersection tased on:
i) User preferences regarding movement along each outbound route (i.e., most likely routes out of an evacuation area);
- 2) The capacities of both the inbound and outbound road segments (i.e., the physical and operational capabilities of the transpo1?.aton network to accommodate anticipated evacuation flows); and
- 3) A linear relationship between average speeo and 3 average density.*
5 Houte choices are dynamically determined at each interdettion as a function of pre-assigned user preferences and traffic operations along downstream roads. The most direct route uut of the evacuation area is generally assigned a higher preference; alternative routes are assigned lower preferences.
when traffic congestion at elops and travel speeds for preferred routes are reduced, traf fic is routed to alternative r o u t e :, with higher travel speeds. The EVAC model applies the principles of the Highway Research Board (H4B) Highway Capacity vanual** in evaluating traffic operations and capacity restrictions during the evacuation.
The EVAC model updates statistics on the entire network and on each link at the end o f each specified time increment (a 10-minute recording interval was used for the Midland EPZ simulations). The statistics reported include (1) operating
^apacities, (2) flows, cueues, current and total volumes, and
- Greenshields rela tionship; refer to Traffic Flow Theory, Transportation Hesearch Board Special keport 165, National Research Council, Washington, DC, 1975.
Highway Research Board Special Report 87, National Academy or Sciences, National Research Council, washington, DC, 1905.
travel speeds along road segments in the network, (3) nur. Der of vehicles on the evacuation network, and (4) Cuaulative departures from the EPZ for the various segments of the network. From these data, network flows can De traced through the term of the modeled evacuation.
A partial network listing, sample program output, and a lleScription of the program variable inputs are presented in
/\ppencix B.
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3.
STUDY AHtA The Midland plume exposure EPZ encompasses that area within LN miles of the Midland Nuclear Power Plant (see Figure 2). The major metropolitan area within the EPZ is the City o f Midland, located in eastern / central Michigan, approximately 117 miles northwest of Detroit, 27 miles east o f Mount Pleasant, 24 miles nur*haest of Saginaw City and 19 miles west o f Bay City.
The Ci ty o f Midland has a current (1980) permanent population of appio<imately 40,000 persons. The City includes tnt c
.jor population concentration within tne 10-mile radius o f
'ne reactor site. This 'pulaton grouping is largely located north of the site and . the 1- to 2-mile radii. Various chemical-related industries, also located primarily .ithin the City of Midland, employ a large portion of the areas work force.
The remainder of the EPZ, which includes 16 townships (see
'iqure 1), is characterized as rural, with residential and
.nir i cu l tu ra l land uses being most prevalent.
The topography of the area is relatively flat. The major sater hady within tne area is the Tittabawassee River, which runs in a .outheast to northwest direction, bisecting the EPZ. The major residential areas and businesses are located north of the iitt,n>awassee River.
The major roaoways within the EPZ include U.S. Route 10, wnich extends from Bay City to Clare; Heute 20, which is the Sajor route trom Midland Township to Mount Pleasant; local tnoroughfares such as Saginaw Road, Eastman Road, 4shman Street, Em 1 Street, Indian Street, and i3u t tle s S t r ee t , located within the City of Midland; and Route M-47, extending from Route 10 in Ailliams Township to Midland Road in Tittabawassee Townsnip. In general, thL existing transportation network within the EPZ is
- ell-developed. Synchronized traffic signalization within the
- ity of Midland appears to be effective in optimizing progressive traffic movements, particularly during peak periods.
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I FIGURE 2 ' l EPZ STUDY AREA l l l a ._ __ _ _ .-_ m - - - _--_ _-- _ _
- 4. POPULATION DI5THlauIIUN
-.1 Permanent Population 4.1.1 Existing (1980) Permanent Population Estimates 1970 U.S. Census data and a v a i la tJ 1e 19Cn population and Maelling unit data was obtained from lucal and county planning departments on a township basis. Since the household unit is
'; e basis for evacuation vehicle trip loadings for the
,mrn.anent population sector, much of the data was disaggregated
*J more accurately re flect where vehicles would enter onto the evacuation road network. Accordingly, disaggregatec nousing unit totals were obtained for the City of Midland, from a recent survey conducted by the City's Planning Department. For the remainder of Midland County, a detailed review of recent aerial photographs was conducted to dlsaggregate Township housing unit totals obtained from the Midland County Planning Ucpartment. Similarly, electric utility meter data, obtained trum t:ansumers Puwe r Compan y , 'vas used to disaggregate Townsnip housing unit totals in Bay and Saginaw rounties= The wthodologies employed to disaggregate this housing unit data, provided resultant totals relatively consistent with those iiUtained from the local and caunty planning departments. Anere differences did exist, however, the more conservative values
..ere used for generating vehicle trips. The resultant estimated 1960 permanent (residential household) population for the 10-m ile EPZ is approximately 76,000 persons, of which aaproximately 56t is within Midland Township / City of Midland.
Townsnip population summaries, disaggregateo Oy sector and township, are presented in Appendix C.
'4 .1. '/ Pe r ma n e n t Population Projection Assumptions In the past, the question of future population (i.e.,
pro,iveted or expected growth) has been an .ssue. For armlysis purposes, a conservative growth rate has been used, primarily as a test to assess the implicationc of signi ficant population increases within the Midland EP/, and associa ted evacuation t.ra f fi c impacts. Population and dwelling unit projections for the future .inalysis year (2020) were developed using projected growth inc!"ah"s presented in the 1972 OBERS Projections - Regional i:conomic Activity in the U.S., Volume 3, U.S. Water Resources ':u unc i l , W!shington, DC. The CBER5 publication indicates a
- >opulation growth of appr ovimately 375 fron 1980 to 2020, for fheit designated suu-area 408 (conprised of Ogemaw, Iosco,
'lare, Gladwin, arenac, Isabella, Midland, Bay, Saginaw, ;Iatiot, Tuscola, Huron, Genesee, and Lapeer Counties in 'ichigan). Far the purposes of oeveloping population and
' hill.ng uisit estimates for tne Midland EPZ, it was assumed that the ratr of growth for each township would De uniform ( i.e., there would be no change in the proportional tstribution of population by township). Accordingly, the 37X* increase was applied to the i980 township population and av.olling unit estimates, to develop the 2020 permanent m ulation estinates. It should be noted that this growth rate appears conservative, but will be used to eatimate future, peak vehicle demands. The applied growth rates used in the FSAR foi the Midland 10-mile EPZ translate to a 10.3% increase in permanent population from 1980 to 2020. County population prnjections presented in the FSAR indicate a 38% increase from 1980 to 2020 for those counties comprising the OBERS buo-area 408. However, the FSAR county projections F o r ti a y ,
*>ialand, and Saginaw Counties only, indicate a lower population growth rate of 4.8A from 1980 to 202U.
For the putposes of tn!s analysis, it was assumeu that for all tonnships except Midlano, permanent population increases within tne Township would also ne distributed in direct proportion to esisting permanent population densities. For Midland Township, however, permanent pooulation increases were distributed along the peripheral areas of the Lily of Midland, ahere future residential development would most likely occur (i.e., areas presently undeveloped or sparsely settled). 4.1.3 2C20 Permanent Population Estimates By applying the above mentioned growth rates and associated distribution to the 1980 permanent populatj an base ecodition, 2C20 estimates were developed. The 2020 permanent ,mpulatton within the Midland EPZ is estimated to be proximately 104,0UO persons. Township totals for these 2020 istimates, disaggrenated by sector, aie presented in Appendix C.
..? Transient Population
- W 4.2.1 Existing (1980) Transient Population Estimates Existing transient (employee) population estimates were developed using data obtainea from the Midland Area Chamt;er o f Comerce, data obtained from Dow Chemical Cnmpany and Dow Co rning Company , and fron. a telephone survey conoucted by HMM assoclates, to other major employers in th? Study area.
Laployers, ioentified by the Midland Area Chamoer of Commerce as having 25 or less employees, were assumed to have the total
; employees. Most of the other major employers within the 13-mile EPZ were contacted to obtain .nore accurate existing For the purposes of this study, transient population is de fined as the employment population. Therefore, the total (i.e., permanent plus transient) population estimates descloped in this report are conservatively highy, since sone double-counting is included.
, mployee estimates. A summary of the existing transient
- >opu l'ltion w i thin the lO-mile EPZ ( e s t i ;r a t e d to be mprc<imately 13,000 persons) disaeregatec by sector and townahip, is presented in Appendix D. A listing :f the major employers within the 10-mile EPZ and associateo 1900 employee
>timates is also presented in Appendix D.
4 . . 2 Transient Population Projection Assumptions f~ct the purposes o f this study, the rate of economic 1rowth was assumed to be consistent with the rate of res1&ntial growth within the 10-mile EPZ (i.e., an increase of 67% percent from 1980 to 2020). In audition, the aistrioution Jt tr+ future transient population was assumed to be
?:Oportional to existing employee densities.
4.2.3 2020 Transient Population Estimates Consistent with the methodolonies presented in metion 4.1.2, the total 2020 transient population witnin the Midland 10-mile EPZ is estimated to be approximately 17,870 nersons. E s t i rr a t e d 2020 transient population U l s t r i t;u t i o n o nNI l e s , by sector and township, are pre;ented in Appendix D.
.. Total Populatit n for LPZ Analysic Appendix E presents the total estinted (permanent and transient) popula tic o fo r 2020. This tu".ci, future population 2
3 estimated to be approximately 121,800 cersons. It should be restated that the assumptions useo to oe vel op this fut'are ocpulation estimate are felt to uc conservative. They were, nowever, considered applicable for estinating future, peak condition vehicle demands, which are discuised in t le following
;ection.
-lb-
- 5. VEHirLE DEMAND 5.1 nualifying Assumptions In developing total vehicle demand esticates for the 1980 and 2020 cases, the following basi: assumptions ere made:
- 1) Permanent Population. One venicle would be available for each residential unit; and
- 2) Transient Pooulation. One vehicle would be available for each employee, except those of Dow Chemical Company and Don Corning Company, ,vhere more detailed employee parking data w35 available for use in estimating anticipated vehicle demand.
1he distribution of population and owelling unit data to
.nal! areas witnin the EPZ, was applied such that the resultant vehicle demands could be entered onto the evacuation network at repre_.entative locations enaracterizing existing conditions.
'.2 Estimated 1980 Permarant and T1cnsient Papalation Vehicle Demand Using the Rust mentioned assumptions, 3stimated 1980 rmanent and transient population vehicle demands are 24,168 vehicles, and 10,170 vehicles, respectively. Table 1 presents th> 1930 vehicle de.r.and totals, Dy township. The distributico Jf the current (1960) permanent and transient population
<ehicle demand is shown on figures included in Appendix F.
.3 Estimated 2020 Permanent and Transient Population Venicle Uemana The previously identified growth rate and distributions aere used to estimate vehicle demands for a future case (2020).
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Ihe corresponding 2020 permanent and transient population venicle demand totals, also presented in Table 1 for the ID-n le EPZ, are 33,135 vehicles and 13,932 vehicles, respectively. Disaggregated vehicle demand totals by sector, re 1tkewise presented in Appendix F for 2020 permanent anc tIancient populations. "S
- 6. ROADWAY NETwCRK C H li H A C T_[ R I S T I C 5
.1 EP7 Evacuation Network in order to estimate evacuation clear tines, an evaluation als made of the roadway network likely to be uwd by departing
.thicles.
Key roadaays within a lo-nile radius of the Midland Jiant were identified. Roadway classification data obtained from the Michigan Department of Transportation; the Midland, Saginaw i . J1 eay County Road Commissions; the City of Midland Engineering repartment; and from an extensive field inspection, were used to identiiy these key roadways
'he evacuation road network is definet as a series of links
- i. : o o d segments) and nodes (intersections) For modeling
- 'u rp ose s , certain intersections in the network are designated as riode3 where automobiles enter the system. These ' entry' nodes act as sirrogates for actual access points (i.e., parking lots,
- riveways, minor collector roadways) from which the evacuating vehicles originate. In addition, 'e<it' noces aro designated to retlert points at which vehicles leave the defined transportation i
octwork. Approximately 870 directional links, 360 intersections, and
! 0 entry nodes are included in the lo-mile EPZ network. Figures
'. and 4 identify the evacuation network for the lo-mile EPZ, and icr Hidland Townsnic, respectively. A particalarly detaileo
'vacuation network was de fined for Midlana Township since:
- 1) A large portion of the total permanent and transient population within the EPZ is s.tuated r in Midland
_ T o w n s r,i p ; and
?) The type and cagnitude of traffic control withjn the City of 5'idland (i.e., aporoximately 80 signalized intersections, progressive signal systems, one-way street patterns, etc.) warranted detailed evaluation.
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I I Although not as detailed as the Midland Township network, the 10-mile EPZ network outside of Midland represents the major routes which would be used during the course of an evacuation. L a r g e .- scale drawings of Figures 3 and 4 are included in the U '! c k of this report. o. 1 rango r t a t ion Ne twork Inventory o.2.1 General I An inventory of physical and operational characteristics r the traffic network to be used by evacuating vehicles was unde.taken. The transportation network elements considered in the nodeling consist of major streets and intersections within the EPZ. The niajar streets within the 10-nile study area previously identified incluae roadways of the following classifications: I o Exoressways. As characterized by high design standards, limited access, grace separation and I primarily through traffic. Route 10 is the major expressway within the Midland lu-mile EPZ.
- Arterial Streets. As characterized by continuity of travel; connecting business, population, or major recreation areas, and t ra f fic controls and geometric designs which enhance traffic flow and safety.
Exa.nples o f main ar terials in the evacuation area include lioute 20 and Saginaw Road. I e Collector Streets are links between resiaential areas served by local roads and arterlal streets. These are characterized by low design standaras and I I _ . . . . . . _
frequent stops at minor intersections. Examples of collector streets include Wackerly Road, Eastlawn Drive in Midland Township, and Parish Road in Beaver and Larkin Townships. 6.2.2 Physical (geometric) Data During the field investigation of the 10-mile EPZ area, various data were collected regarding existing physical characteristics of the roadway network. This data, collected fGr intersections and roaoway links within the area include: roadway widths, identification o f roadside obstructions, special turning lanes, general intersection layout, and estimated roadway grades. Sample link and intersection data forms used to record this information are presented in Appendix G. 6.2.3 Coerational Data In addition to the physical roadway data, operational data ass collected such that site-specific traffic flow characteristics could be identified and evaluated. Typically, the operational characteristics which were identified include: traffic control (i.e., stop sign, fixed-time traffic signal, actuated traffic signal), associated green +1mes for signalized intersections, permitted parking areas, p a ri.c restrictions, aeneral vehicle classifications, and free-flca travel speeds. In aeneral, the physical and operational data collected for the 10-mile EPZ network include inputs required for traditional nighaay capacity and traffic operations analyses.
- 7. EVACUATION CLEAR-TIME ESTIMATES 7.1 Ge>neral As indicated in the NRC request for information, evacuation
' i :w estimates for a number o f geographical cases and for both toir- and adverse-weather conditions are required. The following m erpt from the letter outlines the specific requirements of NRC:
'he areas for which evacuation estimates are required must encompass the entire area within a circle of about 10-miles radius, and have outer boundaries corresponding to the plume exposure EPZ. These areas are as follows:
Distance Area 2 miles two 180 0 sectors 5 miles four 90 0 sectors about 10 miles four 90 0 sectors Estimates for the outer sectors should assume that the inner adjacent sectors are being evacuated simu]taneously. To the extent practical, the sector boundaries should not divide densely populated areas.... In addition to the NRC's required analysis cases, the fullowing cases were also evaluated: Distance Area 5 miles two 1800 sectors, 360 0 IC miles two 180 0 sectors, 360 0 Since it was assumed that notification would transpire on a Townsnip basis, Township boundaries were used in de fining the various sectcr analy sis areas within the Midland EPZ. Table 2 presents a sunmary ;f these Township evacuation cases. For the puIroses of this anclysis, the normal conoition was defined as neing a peak condition (i.e., vehicle demands were calculated TABLE 2 TOhNSHlP EVACUATIGN SUYMARY Case Identification Townshio Township Notification 1 2-Mile, 180 0 North Midland 2 2-Mile, 180 0 South Midland, Ingersoll 5 5-Mile, 90 U Northeast Midland, Williams 0
/4 5-Mile, 90 Northwest Midland, Htmer S S-Mile, 90 0 Southeast Midland, Ingersoll, Tittabawassee 6 5-Mile, 90 0 Southwest Midland, Ingersoll, Mount Haley 7 5-Mile, 180 0 North Midland, Homer, Williams 8 S-Mile, 180 C South Midland, Mount Haley, Ingersoll, Tittabawassee '/ 10-Mile, 90 0 Northeast Midland, Nilliams, Larkin, Beaver, Monitor 0
lo 10-Mile, 90 Northwest M i d l a r. d . Larkin, Homer, Lincoln, Lee, Jerome 11 10-Mile, 9u 0 Southeast Midland, Ingersoll, Tittabawassee, Richland, Thomas, Frankenlust I? 10-Mile, 90 0 Southwest Midland, lngersoll, Richland, Mount Haley, Jonesfield, Porter if 10-Mile, 1%U North Midland, Williams, Monitor, Beaver, Lar<in, Lincoln, lione r , Lee, Jerome la 10-Mile, 180 G South Midland, Ingersoll, Richland, F r a n;< e rs l u s t , Tittabawassee, Thomas, Mount Haley, Jonesfield, Perter 19 5-Mile, 360 0 Midland, williams, Tittabawassee, Ingersoll, Mount Haley, Homer lo lO-Mile, 360 0 Midland, Larkin, Beaver, Williams, Monitor, Tittabawassee, Franken1ust, Inomas, Richland, Ingersoll, Jones-tield, Mount Haley, Porter, Homer, Lee, Jerome, Lincoln M -_
. ;suming day-shift conditions for the tran ient population and full occupancy of the permanent population households). The adver<>e weather condition wa7 developed using the same vehicle
- o m,! n d s as the peak condition and asmsming roadway .apacity and up" rational (i.e., travel speed) reductions of approximately 25%.
/.' Uualifying Assumptions The following qualifying assumptions were used in estimating itu m 19HO and ?u?O evacuation clear times; e No ,pecified evacuation routings aould be in effect; o Existing traffic patterns (i.e., one-way, two-nay operation) nculd prevail' ,
I e Emergency planning personnel, particularly traffic controllers, 6,ould not he available, o one vehicle would he available f or each employee, except those of Dow Chemical Company and Dow Jurning Co i:p a n y , where more detailed e nployee parking data was available for use in estimating anticipated sehicle demand; I o One vehicle would be available for each residential unit; o Em;)lc yees who bo th live and work within the Township of Midland will make an intermediate stop at their place of residence, prior to evacuating, (Place-of-residence data obtained from Dow Chemical Company in Pidland, indicates that approximately /6% of their employees reside in Midland County, 10 't reside in Bay County, and 14 't Ieside in Saginaw County. Of those who have residences in Midland Count,, approximately o ';ct reside within tne City of Midlano, and 3% reside outside of
the City. These percentages were applied to all employees woIking within Midland Township in order to a entimate the number o f t ransient pcaulation vehicles which may make an intermediate stop prior to evacuating); and e For both normal and adverse weather conditions, evacuation clear-time estimates were developed for both signal co., trol and flashing signal operation modes. The clear-time estimates for signal control, presented in this report, assume that the evacuation commences while traffic signals are set on dial 3 (the P.M. peak setting), or on dial 1 at signals where only a normal setting is programmed. During the initial stages of the study, however, evacuation simulations were completed for Midland Township using traffic signal dial setting 1 Innrmal condition), dial setting'2 (A.M. peak 'ondition), and dial setting 3 (P.M. peak condition . The results indicated that cif ferences in estin ited evacuation clear times, resulting from the three traffic signal dial setting conditions, would be insignificant. This is due primarily to the fact that, in general, proportional
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green time allocations foi intersection approaches at most locations within the City of Midland, are not significantly different for dial settinq 1, dial setting 2, and dial setting 3. It should be noted that the analysis does not assume that traffic signals would be either manually or automatically set on dial 3, upon initiatinn of an evacuation. Rather, since a sensitivity analysis, conducted during the initial stages o f this study, indicates that the actual dial setting (other than flashing operation mode) would not significantly alter estimated evacuation clear times, dial setting 3 was use:; to develop the evacuation clear-time estimates for the signal control conc 11t ion.
m __ s Special facilities, such as hospitals, schools, etc., were not specifically addressed in estimating the evacuation clear times. It was assumed, however, tha*. evacuation of special facilities would occur simultaneously with the evacuation of the gener al puolic. It was also assumed that the Midland Hospital Center would be the major facil-ity, within the FPZ, requiring special evacuation needs (i.e., entIgency vehicle,). It was estimated that the facility could be evacuated within the time estimated for evacuation of the general public (refer to Section 7.5).
/.' Evacuation Traffic Flows F i ;ures 5 and 6 present tatal evacuation traffic flows
- over key rcadway links, for the Midland 10-mile EP7 and Midland Township, ir pect ively. A review of these figures indicate the general
<ti rec t inna lity and magnitude of anticipated evacuation traffic flow' The major evacuatian routes are along 'aginaw Road, 'astmln t Haad, Isabella Road (Hte. 20), and Waldo Rcad within Midland T o w n r. h i p ; and Route 10, Route 20; Saginaw hoad, Eastman Road, and turgeon Road nithin tne remainder of the EPZ. Capacities along
>>nr"ssways are higher than along arterial roadways. However, access
'o the expressways are restricted by the more limited capacities of t'v acua t ing v eh ic l e s a re , therefore, likely to the entrance ramps, u ;e alternative routes in those cases where evacuation may be o'p"Jited.
lt should be restated that the cumputer simulation approach was u sen for the Mialand analysis since, in addition to providi,ig evleuation clear-time estimates, project support information related to emergency planning could be proviceo, should a need exist. In formation regarding t r a t' f ic ficws, either for the entire evacuation aeriod or any sub-interval thereof, is easily oatainable from the
,raqIaa output. Additionally, such outputs as vehicle operating
,a Td s , queue lengths, and volune-to-capacity (V/C) ratios can De ilculated from the program output.
Traffic flows indicated on Figures 5 and 6 are for the peak, normal weather condit. ion, using 2020 vehicle demanos.
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+ < l _, ,. t-~ a \ i r,
s
._4 ,
j r ;.
' .. * ' ~ - P , -
J, -
- l _
d '\ k, ,. t _ . .
~'j aj F.
p r- r- " J' x _l. l -p J- - i
'g 1
.r q
* .. /,. j' n . . . J... .~ . __: -> -
t -
'.s., 4
-x r - r - i
- - .y t
s r - ,- -
,. -f.....
l p _
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.[
. *,J' 4
- ,^
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1 .- u, ,*- '- - _ ' .I 1 l ,
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. - . . J- i N*r - , , - -
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' ! o / I
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l' , / .' w h---.m s l-,,,.m fC
- l 'I M4 x u
. i 34 %
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.* c' lm7 1, -.(- h , '1 , _' ( -,
,- j - -
g . 6g , - . - g . .
. z.
s
. / , ,
i.f, y ,, , .- 'a.
. . s* .. t o'I ', ! '
as . n.l, *' M t --
- tv".~ r-- m p. rg, e
_.9 . p
, i .7 -3(f s .,
xg* ,
-,. .y ,, 4
.w.g . w_ i ., , (,-
t
-t w-- .___ _
1 , q{ p -l ,- 1 *-
. , , , .y ar. '
4 -+
- x ,8 -j., .,, ]' L{, ,
4 --
".m a-f(4Y<-y' -
- 1 ,w 1,,., G b i
g7
,. q y '
n
. j,.<Qfj m.,. 7'y. 3 .,_ ,- 1, . -
?
- h,
.,..* m. + L <_l 1 \ l 1 jv '-d'._
3_ w . 4, -
~.--..%,-
j
. d:* ) [ , /
g i
*: .. 1. ,2,._,]VW
.e# i.
'L. 1--
! . 1Q00 . .-
uDuu E d= -.- w . Eud s _lE a M,- ,N
,i . , , ,
s (.J.- L ,' '.I .6 4' g !! ,- -[ a3.
- n. ,
e E 0, s [ +
-~*?~- _;-
.s!/
; bi -
7'A N
'~ I'm__L, A
.. .._ 1.. g'T ' u__s
,a _..!4
)' '0 , ~ , . .$. . . .? '-
-/. -W- -
- - + .
KEY
- ./j> q'[n
'/
[l f g.
, "' Estimated E vacuation vehicle Flows to, the Tatal Evacuatim Persod 4 'N - 3* *
[ -? N. *'.- ' 7 [,')',,l.
- o. .-
,, . / : ,y m... 4000 t ..xl a ,f L_ A .a
+"7 c
E 3000
-- ~ = :. - sammusum l ? j c. 1000 1
e i Nh ,_v . . p s (Link Flavs less than
- -. . .- q - _1
'000 V'hk5 8* " '
1 V
, +-
- indicated) FIGURE 5 W- . y gn -
, p' L tl
, . ,-.-a J,N yb. g_,
,y
~. 8
.l.'c Mg lO-MILE EPZ EVACUATION 3.; - - . . .
7', iP-g i h 1
. .J, -
'iff ! . 73.h"3 .rg 3id' bT gG,. TRAFFIC FLOWS
, ,--. 2 ... 5:-
U
., 4 b{ ,
9 *N
.y. '.**>3*-
-+h ,
. .. . t . , . ,. . . - [. .,r.
r - Q.,% "
-{ . .gjf y 7--
. .r
="' , ,,
I =J4:.L es t
d em my os m N
,- ._J'____ . . _ _ . _ _ _ . - e---
--- ~ ~ ; t -- :::::::: s s
N
,. , s
, ss e
War.keriy Rd .,
- Ns ss e ss
- ss ss ss ss
$ ,,... ..., ,.r, 't
.g .
- .......g -e ... . , :
/ .
- I 5700 :
n s. w na.I 2900 l -j w n,,
/
,... - u a
0 NW Suqnet Rd * [ "g e
. l .. %.
. . s.
~
g .
....e......
s . ; I . 3700 O w4 ,, .*.. V
\,' .
-~-...........,*. ,
e
- s
..... i t 'k. -
/
<,' . maammmmmmmmu
.' 4,4
- s
,....~.... .
*/ , 3 . ~.
lQ.. Isate nd 3
#< /.~. n.
~
/
, N k
, ----- - w 2 ?
.a *v e'Nw p'// /. . - ... = - - . - . . . . .
' - ./ Q $' 'g [
l ..e
%,4,,
i-.,X WNw ' -
- gi .,
12 -_-.c
- 3" < '
s =========$
* * *e
.** .!
- e .
/ .
.i =
s m p . e
/ s, / a.
_..... ....~ n *..%. l / w... i j '
, J
/ 1 1 . . . ,
**....., ,- f,
/
LEGEND: .
**... i I
-/
j (, Node
.W l * $ 90h * ~ .*. f:
Entry Lank , I _ . _ One eay Steeet or DiwaiSed H+ghw ay s ?
/ e
/ ,/
! /
- o
* ;r s i
- .'o 6 ~x
/
-. ". x s
, . / - .t
! ! / '
Ns
/WSW
! / SW SSW .. ./ . S i SSE SE s -
'\
4NE k
.g Dg /
kt '
\
O O er Iki. Y n i
\
O+
+
+
+
0 0
.,.,'. e
+
'. 0
+
$s 0
NE\
,.... & R, 8 +"0 To 3 0 , '
0 '- 0+ Y
+
+
+
.# O
,,. *,,... *,. \sv g\
__3 0.n.10 W Estimated E vacuation t Vehicle Flows for the 4 N- 1000 \. Total Evacuation Period I ENE g4000 M 2000 smm -
"""""""" 1000
; (Link riows Less tnan
\ , 1000 Vehicles are not Indie.ated )
\ 6 t
i M
! Ei l
FIGURE 6
- t
~
MIDLAND TOWNSHIP EVACUATION
/ TRAFFIC FLOWS E
I f
/ ESE/~ =
I
/.o istimated Evacuation Clear Times
/.4.1 EPZ Analysis Cases An ar.alysis has been performed to estimate the clear time
.nvolved in completing a public evacuation o f each of the sector untigurations shoun in Figures 7 throuqn 22. These times are tron the initiation of the actual evacuation to the time at w:iich L T'e last automcbile within the corresponding sector has been "vacuated. Additional time for notification and confirmation has not been included in these estimates.
As previously indicated, it was assumed that notification vould transpire on a township basis. It should be noted that
- !aland Township is included in each of the 16 sector nfigurations. The analyses aere structureo this way due to the konity of permanent and transient populations within Midland T . .v n ; h i p , as well as its proximity to the Midland Plant.
iigures 7 through ?2 also present the estimated evacuation clear times for the following conditions: e 1980 peak condition with tra f fic signal cont rol (P.M. peak dial settinga), e 1980 neak condition with flasting signal operation; e 2020 peak condition with traffit signal control (P.M. peak dial setting *); e 2020 peak condition with flasning signal operation; e 2020 adverse-weather condition with traffic signal cont.ol (P.M. peak dial settinga)- and , Re fer to Section 7.2.
,6 N
~~~~~ ^
NNW ~ N s's.NE _ .x, x, '%
/ -' '
,. ,. - .~ ~ /
/ _ '
NW -' ' ~ s N '
' NE
' LARKIN N
/ LINCO ' s DEA ER \
/ / ,,
~ 'N / \ s 'y 'N
/V x)s f ,/ /, ___/ 's
'x JEROME x ~
, sy x /- y y z WNW/ [ y
- x
-\ ENE
/
x / ,/
HOMEA , x f -' Wil lA [ j EE -
-s
! \ \ '
)MOblTO {
'k,/ ,,
~
W. mn. 9 a r e s c 3 2
- E
{ ( ( s l' f /. )_j j
l j
\ ,- / [fR$NKEN-s
/
/ 's LUST WSW'
\
\ ,[
/
s
/
' \ __ '\
'\/
N ,/
/' '
j / j
/
/ESE PORTER. A UNYxHALEY ' NN ERSOLL -
'\ ', - s N /s 7 -- -~
/ /
'N N 'N,, ,- ' '\-TITTAdAWA$SEE4'
' / / ,/ ; '/
N x ,e ' -- '
/ /
\
s
\y/ N s
N x ' ' ,- y' /
's x ,' N SE
~~_____-
,/
JONESFIELO' s RICHLAND ' THOM AS '
'\ N__.__. -
-~
/
SSW ~- _ _ . SSE S FIGURE 7 EVACUATION Cl.liAi-TIMI! 1;STI'!ATliS Cl ea r T i n..'s 1980 2020 Vehicle Demands Vehicle Demands Adverce weather Signal., Signal,
~
Signal, - Cont. ~ Flash.'z Cont. !! ash.3 Cont. ~ l'l a sh . Analysis Case lir. Min. lir. Min. lir. Min, lir. Min. Ilr. Min. lir . Min. Case 1 2-mi. 180 N 3 10 3 10 1 0 3 10 5 10 1 50
- 1) Includes assumed 10-minut e vehicle l oatli ng t ime ', all c l e.ir t unes connJeil t o nearest 10-minute interval.
- 2) Signal cont rol O P.M. peak dial setting.
- 3) 1: lashing signal operations.
l N NNW ' ~ ~ ~ ~ ~
- ~
s NNE l ,/ ~ . . ~ N
, y ~ %. %
,/ ,/ - - -
~
l' - j/ ,/ - N \ NE
/ x
,/ LINCOL ,- LARKIN x BENVER 's JEROME
/ / [' _.) 'x '
s , WNW/ [ ~ ENE
\ \
'y( '5 i ,
I MER j N t , Wil IA , MO plTOR
/
l LEE' ) )
~.- \-
W un n, 9 o 7 e 3 4 3 ~.A _. f E
~
l ( .. ,
-)_ ) _
) ;
- \ ,
yRANKEN-
/'x LUST
\\\ .
- x , /
WSW \ / /ESE PopTEk - OUNTyHALEY ERSO L ITTA 'dSEE ! j N'f 'Nz N /, l J
/' dE sw\ /
x .l xA .- g' ,/ , JONE5FIELO' x RICHLAND
~ ~ -
THOM.AS SSW ~ .L -' ' S S E I FIGURE 8 EVACUATION CLEAR-TIME liSTIMATES 1980 2020 Vehicle Demands Vehicle Demands Adverse Weatner_ Signal, ~ Signal., Signal, Cont. I:l a sh . 3 Cont. 1:l a s h . '3 Cont. 1:l a s h . 'z Analysis Case lir. Min. lir. Min. lir. Min. lir. Min. lir. Min. lir. Min. Case 2 2-mi, 180 S 3 40 3 10 4 0 3 10 5 10 4 ~, 0
- 1) Includes assumed 10-minute vehicle loading time; all clear t imes rEnnledto nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N
~~^~~' ~ ~
NNW .- . .' tin E
, ~.
/ -
's'
-- ~
/
t1 W ',N \' N NE
,/ , '\,'
,/N N LARKIN
,/ LINCOLf4 s '
s DEAVER x
'N s
/ . x/ N
\
,q' --
'N
/ // ,' 'N'
/
fx N N ,h, s s / s
/ . _ . _ _
I
./ 'N s ,
W i1 W 'N' ENE x / '
'/x / -
H Mf N / WIL IA , 6 MO . ITOR
\
j EE - T-.
/ \ ,/
. -1 t' \ \
/ -
E Wum. 9 n 7 6 s 4 3 2
-7 -
~~
( -r_ J - I I ; I
- . I
..- \ / '
IVRNNKEN-
/
/ LUST
\ ,/
l '
/
Nl'N ,,
,/ ,
l l ESE WSW ' \ ,\ ' N__ / ,/ j
'sjN ERSOlbl- \ ,IITTAdAWddSEE' '
PO TER. - QUt TxHALhY y x N ^ ,/ s - / /x/
\/ /
l'
\ \ s /' ,
N ' ^~^-
/ /
\ \ 's ,/ N 'N__fj _
,/
.\' '
/ '/
SE SW '
'x '
.' ,/ g JONESFIELD' s RICHLAND TilOMA
' ' ~ . . . _ . . .
,x' SSW ' ~ ~ _.___ -
' ' SSE S
FIGURE 9 liVACilATION Cl. EAR-TIME I!STIMATliS Clear Times 1980 2020 Vehicle tiemand.' Vehicle Demands Adverce Weather ~~ Signal, Signal, Signal, z Cont. Flash.'z Cont.
~
Flash 3 Cont. ~ I:l a sh . ' Analysis Case lir. Min. !!r. Min. lir. Min. lir. bilii. lir. Nin. lir. Min. 10 0 3 10 5 10 1 50 Case 3 5-mi. 90 NE 3 10 3 1
- 1) includes assumed 10-minut e vehicle loading t ime', all clear t imes rounilnl t o nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N
~~~~~~~~
NNW ~ s NNE y -
's N s
,/ ,
,! ,- ~'A
' q'N , e' .- '
NW / ' N _' N,, N NE N
- ~ . .
,e N,s j'LfNCOL)4 ,/, LARKIN
/ '
x BE.VER N\ 's
/ \
N/ \ JgROME k/[/ f
\
7'
~ . - - /_ _
N v' 'N N \, ,\A x . s
,% ' \
/
WNW/ / s -
\ \
/
\ \
\
\ENE
/
HM s - \
~
x M / - ' Wil IA S MOhlTOR x \,
~~
j E __ _
~
'~
p,
\\
W to m. 9 o 7 6 5 4 3 2
~
. /, .-
E k4}\ j,,'A. (/ - i s
/ ') -
-/ j j i ,
, x l ~- ,
\ l
~ < '
IfR3NKEN-x/
\ \ /' l / '
/
LUST
\ 'h i
j wsw' \ ' ~ ' 3 / -/ / - '/
\' '
-- \
/\ /
PORTER. AOUNTgfALEY ,' NN ERSO L, j 'g TITTAdAWA SE5' _, i N_ /' ,
, / 'j'
\ y j % -
-\, /
t , v' l .i SW s SE
\ /y s s
x ~~___ -
/ s JONESFIEL'O' x RICHLAND 'THOMA N -
~
~ . . _ _ _ -
SSV[ - _____.
-' 'SSE S
FIGURI! 10 1:VACllATION CLI!AR-TIMl! 1:STIMATI:S Clear Times 1980 2020 Vehicle !)cmandr Veh ic le Deaw ids Adverse leat Imr Signal,~ Signal, Signal, z Cont. Flash 3 Cont. Flash.'3 Cont. ~ Flash. Analysis Case lir. Min. lir. Min. lir. Min. lir. Min. Ilr. Min. lir. Min. Case 4 5-mi. 90 NW 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includea assoned 10-minut e vehicle loading t ime<, all clea r t imes ronndeil t o nearest 10-minute interval.
- 2) Signal cont rol fi P.M. peak dial setting.
- 3) Flashing signal operations.
N
' ~ ~ ^
NNW .- NNE
/ /
~
N,N s [ N NW/ ' f
\
NE
/ ..
JROM g 4 - g NW / / ENE N s . HM N / WIL IA , ' MO ITOR {E ' ~_ _ Wm m. 9 o 7 o 5 e a 2 l- E
-7 '
'f'-kL
\ .. ~
( ( .M- l't i ; x ,- / FR NKEN-
, d UST WSW ,
ESE P TE - UN HAL Y ERSO ITT AW SE s
/,
/
/ w Sw\ / -
'\ \ -
/ p %
JONE lEL ' - RICHLAND . --THO
\SSW N
__ /
',,/
SSE S FIGURE 11 EVACUATION Cl, EAR-TIffE ESTIFfATES Clear Times 1980 2020 Veldcle Demands Vehicle Demands ~ Adverse Weather Signal 2 Signal.,' Signal.,' Cont. Flash.3 Cont. Flash.# Cont. Flash.3 Analvsis Case lir, hiin, lir. Min. lir. Min. lir. Flin. lir. blin. lir. FlIn. Case 5 5-mi. 90 SE 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control 0 F.M. peak dial setting.
- 3) Flashing signal operations.
M_ N NNW .- ' ~ ~ " ~ - NNE
/ -
- - N N j ~. N
/ ,.
f' NW// ,,, - ~ N x NE
,/ LARKIN B ' VER
/lNCOL / .- ~
Y WNW ENE r-
/ ' \
HM N / WilIA j MO ITOR E .
\
W iorn 9 o 7 6 5 4
~
a 2 'a ( - ' E { k _ k.- '- / .__ j j 1 ; {~ / PR EN-
/
ggg ESE PDiTER. - UN HAL Y ERSO L' TITTA A SSEE
/ '
N
\ /
N /' SE N 'x _ y JONEhFIE RICHLAND x' -x -
- TH'OMA SSW N _
S
/~ 7 SSE FIGURE 12 EVACUATION CLEAR-TIME ESTIMATES Cicar Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal, '
E" 2 ""I Cont. Flash 3 Cont. Flash.3 Cont. Flash.3 Analysis Case lir. Min, lir. Min. lir. Min. Iir. Min, lir. Min, lir. Min. Case 6 5-mi. 90 SW 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to ncarest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashina signal operations.
N
' ~~ w NNE FJNW
,. / ,
/-
,- f x
' ~
[ ' NW/ LARKIN 8 VR JE
/INCgt / b
/ / .- s N \
J RO g / WNW .j ENE
/
HM Wil IA MO ITOR LEE' - I
~. E W io ri. 9 a 7 6 5 4 3 2
- ' / D %) }
i ;
- 1 .
N
/ RlNKEN-
' UST 3
~
/ ESE I WSW P T UN HAL Y
\
/
N ERSO Lf AW SE
- e i s
^ / '
I x A
/N '/s l
SE Sw\
\
JONE IEL '
\g RICHLAND A
'THOM
,/
SSW / 'SSE F1GURE 13 EVACUATION CLEAR-TIME ESTIMATES 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal Si E ""l' I Si E" l 2 2 ~ Cont. Flash.3 Cont. Flash.3 Cont. Flash.3 Analysis Case lir. Min. lir. Min. tir. Min. lir. Min. lir. Min. Ilr. Sli n, Case 7 5-mi. 180 N 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear t imes rountled to nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N
'~~
NNW . . - , NNE
/',. / '
/
~
\
NW / ' /'
- N NE
[ LARKIN s N/ B VER
/INCOL
' / ~- _ N
/
x J3RON. fI f x 7 s g m WNW/ / / ENE
/ .
/
/ /
HM / WIL IA MO ITOR FLEE' . f .. W io rr. 9 o r o s 4 a 2 i
' d '- E
~~
( ( [ -(-
\
[h ' bb~/a i
~~
1 I 1
, IFR[NKEN-UST WSW ESE PO TE - U HAL Y ERSO ITT AW E
/ o S*x N
,N N - f
/ '
JONESFIEL'b' N N RICHLAND
- -T'H OM(AS -
N ' SSW ' N - SSE S FIGURE 14 EVACUATION CLEAR-TIFIE ESTIMATES Clear Times 1980 2020' Vehicle Demands Vehicle Demands Adverse Weather Signal Si E ""l' 2 2 E"" ' Cont. Flash." Cont. Flash.3 Cont
~
Flash.3 Analysis Case lir. blin. lir. Min. lir, blin. fir, h!in, lir. Siin, lir. Min. Case 8 5-mi. 180 S 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded t<>
nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N NNW NNE
/
/ N NW y
NE INC9L LARKIN B VR
/
/ !
A JgROME
~
f 3 WNW/ [ / ENE
/
HM LE N / WIL lA [ MO ITOR
~
/
~~ '
W iorie 9 a 7 6 5 4 a 2 E
., - I
\ /
FR EN-
/
/ /
WSW
\\
PC TE e
,e UNY HAL Y ,
N ERSO L- ITTA AW SSE
/ '
ESE
/,
s q -
- x/
/
-\ /
N - '
/
x SE N ,\/ \ _
/
f 5 s JONE$ FIELD' RICHLAND
'. 'IHOMAS
\ -
,,/
SSW ' N -
' SSE S
FIGURE 15 EVACUATION CLEAR-TIFIE ESTIMATES __ Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal E""'? bi E " I 2 ' Cont. Flash.3 Cont. Flash.3 Cont. Flash.3 Analysis Case lir, blin. lir. Flin. lir. Min, lir. Flin. !!r. Min. fir. Min. Case 9 10-mi. 90 NE 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N NNW NNE
~
x
/ N NW NE INCC)L LARKIN V J M
. / . r N N / \
WNW/ ENE HM N , / WIL lA ,' MO ITOR EE ' -
}
_ pp W 10ml 9 8 7 6 5 4 3 2 'A {l - f'h& 1
/ FR N EN-
/
/ ESE WSW /
PC TE / UNT AL Y N ERSO L- ITTA AW dSEE s
/ /
s - / 7 Sw\ \ / N ' L \
/
x - SE j s JONE FIEL ' RICHLAND -THOMAS
\ '
\ __ -
p / SSV[' N .
' SSE S
FIGURE 16 EVACUATION CLEAR-TiblE ESTlh!ATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather = Signa 1 2 SI E" I S IE " I ') 2 2 Cont. Flash.' Cont. Flash.3 Cont.
~
Flash.'T Analysis Case lir. blin, lir. blin. lir. Flin. Iir. blin, lir. blin. lir. Fli n. [ Case 10 10-mi. 90 NW 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to E nearcat 10-minute interval.
I 2) Signal control 0 P.bl. peak dial setting.
- 3) Flashing signal operations.
N NNW y NNE
,/ ,
~
- N
,/ \
NW . K NE LINCOL ,- / LARKIN BEAV R
/
M//^/ J ROM
/ /
i v'N y g ENE
/ HM N /
WIL IA MO ITOR p EE ' -
, k y p'
~
~
E W io m. 9 o 7 6 5 e. 3 2 < ( u.( jm~m ; 1
, M NKEN-
/
WSW ' ESE P TE .- UN HAL Y ERSO L ITT AW (E
/ ,
s SW
\ s
/ --
7 SE
\ p\
JONESFIELD' RICHLAND p , HOM
\, '
SSW SSE S FIGURE 17 EVACUATION CLEAR-TIME ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal Si E ""l E"" ' 2 Cont. Flash.3 Cont. Flash.3 Cont. F l a s h . .s Analysis Case lir. Min. lir. Min. lir. Min. lir. Min, lir. Min. lir. Min. Case 11 10-mi. 90 SE 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N
~ ~ ~ ~ ~
NNW - NNE
,'^ / / '
m NW [ ' NE
/ / -
y LARKIN 8 VR ffNCOL
/ / / /^
' s -~_
3Y x J9 ROME j f / WNW/ / ENE HM N / Wil IA MO ITOR jE ' '
-. - t Ww rni 9
' b E
}2 --
o 7 o s c 1 I
' ~
'~ ~
g { l- ~
, i
~
l ~~L \
~
\
\- , lTRNKEN-UST 5
WSW P TE U HAL Y '4 ERSO L ITT AW SEs
,/
3*\ /
~
\ SE N - '_ fy ,,
JO FIEL RICHLAND MOMAS
/
SSW ' SSE S FIGURE 18 EVACUATION CLEAR-TIFIE ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal 2 SI S ""I 2 bi E ""l Cont. Flash.3 Cont. Flash.3 Cont. Flash.3 Analysis Case lir. Min. lir. Min. lir. Min. I!r. blin. lir. Min. lir. Fliri . Case 12 10-mi. 90 SW 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operations.
N NNW NNE w
/
NW [ NE NC E bRKIN B VR s . - ~ WNW/ / ENE HM N /" WIL IA , MO llITOR S ~ . \
~ / , . . '
W ic ni 9 o 7 e s 4 a 2
~ -
F- E g { .)- f* h-h4 I l 1 f' FR N EN-WSW /, ESE PbTER - UNT HAL Y N ERSO L- /TITTA AW SEE
/' k '
,/
\ /
, - j
- /N x -
SE
,'/\ \s
~
\JONE$FIELM'
/ A/ s RICHLAND - - -TOOMAS N -
SSW ' N __ ' SSE S FIGURE 19 EVACUATION CLEAR-TIME ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal 2 SI E " l SiE " I' 2 Cont. Flash.3 Cont. Flash.3 Cont. Flash.'T Analysis Case lir. Min. !!r. Min. lir. Min. lir. Min. lir. Min. fir. Min. Case 13 10-mi. 180 N 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading tim <- all clear 1imes rounded to nearest 10-minute interval.
- 2) Signal cont rol 0 P.M. peak dial set ting.
- 3) Flashing signal operations.
N NNW ,- '- ~ NNE
,/ ~~
- N
' N NW
//
# \ NE LINCOL LARKIN 8 VR
- ~~
J3AO x - x / WNW/ [ / ENE
/
HM N / Wil lA MO ITOR LE - 1
'~-
W io rn. 9 o 7 6 s 4 a 2 3' E
~
; \ f-(\ -( Q '
~)Y)%J I FR KEN-UST WSW SE P TE UN HAL Y N ERSO L' ITT AW E S*\ /
N / SE JO FIEL RICHLAND / HOM SSW " __ SSE S FIGURE 20 EVACUATION CLEAR-TIME ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signa 1 2 1 Si E ""l N"" ' 2 Cont. Flash." Cont. Flash.3 Cont. Flash.3 Analysis Case lir. Min. lir. Min, tir. Min. lir. Min. lir. Min. lir. Min. Case 14 10-mi. 180 S 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded te
, nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting.
- 3) Flashing signal operatioas.
_ N NNW ,- ' ~~
, NNE
,/
/ \
NW/j '/ / LARKIN N x NE
/ \
h/BEAVER
/
J ROME
/fNCOL// -
'- 47 WNW [ ENE N
HM N .
/ WIL IA ,MO ITOR
{LE ~
' I
/ ),. /
W 10,4 9 E s' ~7 d '.- o 7 3 4 a 9
~~/ 7YM1 t A. M 7/ i i ;
\
FR KEN-WSW ,/ ESE P E eM UN HAL Y ERSO ITT AW E
/
Su
\ -
cr
\
JONE FIEL ' -
\
RICHLAND y p
-THOMAS g) ,
\ '
/
SSW _
'SSE S
FIGURE 21 EVACUATION CLEAR-TIME ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal bIS " I' bIE " I 2 ' Cont. Flash.3 Cont. Flash.3 Cont. Flash.'T Analysis Case lir. Min. lir Min. fir Min. lir. Min. fir. FI E . lir. Min. Case 15 5-mi. 360 3 40 3 10 4 0 3 40 5 10 4 50
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control @ P.M. peak dial setting.
- 3) Flashing signal operations. _ . _ _ _ . . . .
N NNW NNE
/ N NW [ NE L LARKIN B R J OM
/
x N W i4 W
/ ENE HM N / WIL lA MO IITOR EE ' '- -
' p
~
W to rn 9 o 7 6 5 4 3 2
~
(,G. -
./ [f}d
- 1 \ '
f7R NKEN-UST
\
ESE WSW N P TE - UN HAL Y N ERSO L ITT AW SE N /
\ \ /
SE SW N j JO FIEL ' - CHLAND .. M SSW SSE S FIGURE 22 EVACUATION CLEAR-TIME ESTIMATES Clear Times 1980 2020 Vehicle Demands Vehicle Demands Adverse Weather Signal, Signal,' Signal, , Cont. Flash. Cont. Flash. Cont. Flash.# Analysis Case lir. Min. lir. Min. lir. Min. lir. Min'. lir. Min. lir. Min. Case 16 10-mi. 360 3 50 3 20 4 10 3 50 5 20 5 0
- 1) Includes assumed 10-minute vehicle loading time; all clear times rounded to nearest 10-minute interval.
- 2) Signal control 0 P.M. peak dial setting. -
- 3) Flashing signal operations.
e 2020 adverse-weather condition with flashing signal control. These estimated 1980 and 2020 evacuation clear times are also summarized in Table 3 for each of the 16 sector
.onfigurations.
7.4.2 Modeling Results 4 review of the estimated evacuation clear times, presenteo in Table 3, indicates that the critical area in relation to evacuation traffic floas is Midland Township and apecifically the City of Midland. In general, an evacuation of the Midland EPZ, using existing (1980) vehicles demands for the peak concitlon is estimated to take between 3 hours /10 minutes
.ind '
hours /5U minutes, depending on tne sector configuration arid mcde of signal operation. For all cases analyzed, flashing s ignal operation proved to be more efficient in processing vonicles during the evacuation than did fixed time signal
._ :antrol. It should be noted, however, that safety implications of using rlashing signal control during an evacuation have not oeen assessed.
Use of 2020 vehicle demands for the peak condition rasulted in estimated evacuation clear times of oetween hours /40 minutes and 4 hours /10 minutes, cepending on the sector configuration ano mode of signal operation. The corresponding range foi the 2020 aoverse-weather condition is totween a hours /50 rinutes and S hours /20 minutes. As
!.idicated by the evacuation clear times, increases in vehicular
== Jer ands (from 1980 to 2020) are not directly proportional to increases in estimated evacuation clear times. Fo r example, a 5 71 increase in total vehicle demand for the 10-mile, 3600 sector configuration with signal control, resulted in only a
'! U - m i n u t e (approximately ')%) corresponding increase in the a
_49_
TABLE 3 EVACUAT ION CLE AR-T IME ESI P'.ATES 1 Clear Times
- 1930 Vehicle Demands 2020 Venicle Gemands Adverse Weather Si,nal 7 Signal, Signa 1 9 Cont.2 Flash.3 Cont.' Flash.3 Cont. " Flash.3 A'ulvsis Case Hr Min Hr Min Hr Min Hr Min Hr Min Hr Min
,i 2-mi. 1o00 N 3 40 3 10 4 0 3 40 5 10 4 9)
,-mi. 0 130 S 3 40 5 10 4 0 3 40 5 10 4 50
-a.. 40 0 N!. 3 /0 3 10 4 0 3 4U S 10 4 50 6
-+!. f N *' 3 40 3 10 4 0 3 40 5 10 4 $U 0
5-ml. 90 SE 3 40 3 10 4 0 3 40 5 10 4 50 0 n >-r.. 90 Sw 3 40 3 10 4 0 3 40 5 10 4 50
' ' ,-mi.
19U0 N , 40 3 10 o 0 3 40 5 10 4 50
--mi, 160 0 S 3 40 3 10 4 0 3 AU 5 10 4 50 20-91. 900 NE 3 50 3 ?O 4 10 3 50 5 2J S 0
. la ni. 900 ra 3 50 3 a) 4 10 3 SU 5 20 5 0 i; . u -a.i . Wi 3 50 3 ?! 4 10 > SU S aJ 5 0
.0-mi. 300 SW 3 40 3 lu 4 0 3 40 5 10 4 50
! 'e IJ-ml. 18U0 N 3 50 3 3) 4 10 3 50 5 20 5 0 la 10-mi. 1S00 S 3 50 3 2) 4 10 3 50 5 20 5 0
!, 5-mi. 3dj0 3 ou 3 10 4 0 3 40 5 10 4 50
!#-mi. 3000 3 50 3 20 4 10 3 50 5 2U 5 0
'li. des assur:ed 10-minute vehicle loading tia:e; all clear times rounded t o r.earest 10-minute interval.
nanal control W P.M. peak dial Setting.
) Fl.1Ehing signal operations.
l evacuation clear time. In general, this is due to the existing { roadway system capacity within the Midland lO-mile EPZ and the
- ell-developed transportation network.
/.S Special Facilities Midland HosDital Center lhe Midland Hospital Center is currently a 305-bed 1 pat ity facility. This hospital would have the greatest cancent ration of persons with special evacuation neeas (i.e. ,
eretgency vehicle transport) within the lO-mile EPZ. The facility is located approximately 4 miles NNW of the Midland Plant site within the City o f Midland. The Midland Hospital renter's present average occupancy rate is 81.6% of the total
- atod bed capacity. It is estimated that 45% of the in-potients (i.e., about lll persons) would require ambulance
< . n s,+o r t a t ion to other area hospitals. Other in-patients
( i.e., abnut 55%, 137 persons) would be ambulatory and could be discharged and evacuated oy' private automobile in an enetgency. It is estimated that 17 in-patients would require acute or intensive care and life support equipment to be "ransferred. These patients would be transfereJ to hospitals
'n 'aqinaw and/or Bay City.
Evacuating such "special need" patients would be evaluated on a case-by-case casts by administrators and staff of the Midland Hospital Center. Evacuation of in-patients at this facility would be to other area hospitals and/or temporary medical facilities established in an emergency facility northwest of the EPZ, in Coleman. Evacuation of the hospital will be directed by hospital personnel and coordinate 1 with local authorities. The hospital currently has 16 emergency vehicles at its disposal. Typical in-patient requirements, current staffing, and potentially available emergency transport services for the
...-...--_-w __
region were reviewed by hospital staff in July of l'J80. Based on this review, it is estirr.ated that evacuation o f the hospital could be comrleted within 4 hours.'
/.o ntiditional Time Associated with Assessment, No t i fica t ion ,
and Confirmation An evaluation of the time periods associated with recognizing a general emergency condition, assessing off-site radio!agical conseqjences, and notif ying o f f-site authoritie s and, if necessary, the general public involve assumptions that stem from the emergency planning framework which is beinq established for the Midland Nuclear Plant. However, due to insufficient information leqarding site-specific procedural quidelines, estimates of time required to oath notify persons _a af a need to evacuate and confitm tnat an evacuation has been
- ar>ple ted have not been included in this report. Notification and confi rmation procedures to be established for the Midland
'roject nill conform with federal regulations.
ource-Hoaard Sw2ft, Midland Hospital Center, July 3, j o c_i.
APPENDIX A NUCLEAR REGULATORY COMMISSION REQUEST FOR INFORMATION LETTERS
. u,
", UNITED STATES
} , f' '3 NUC1. EAR REGULATORY COMMISSION C WASHINGTON, D C 205%
. sl, #/ .iif
. ,,8
***** July 2, 1980 M' APPLICANTS FOR CONSTPUCTION PERMITS AND OPERATING LICENSES
.cntlemen:
i'BJECT: REQUEST FOR INFORFATION REGARDING EVACUATICN TIMES inis letter is being sent to all applicants for construction permits and licensees
- f plants under cons truction. The purpose of the letter is a request for informa-an regarding estimates for evacuation of various areas around proposed nuclear wer plants. The information sought is described in our letter of December 26,
'79 (copy enclosed). The requested submittal date ~ 1r this information was 4spended by our letter of March 11, 1980.
.e are requesting that you submit evacuation time estimates on an accelerated nis to enable the NRC staff to identify, in a timely manner, those sites
- ore evacuation constraints exist and special planning measures should be e,:dcred. In some cases of extreme dif ficulty where a large population is i: risk, special facility modifications may also be appropriate. The normation requested in the enclosure should be submitted by August 1, oa. This time is shorter than provided in the December 26, 1979 letter vcause of the need for timely information and because the content of the fornation desired has been available to you for some months. Units
.aring the same site need not, of course, submit separate time estimates.
inis special request for information has been submitted to the General counting Office and cleared by GA0 as noted in the clearance block below: Approved by GA0 B-180225 (S80010) Expires 80-09-30 Sincerely, f ' ao ' f _ iei .t isen'ut, rt Division of icensing Office of Nuclear Peactor Regulation Insure: omber 26, 1979 Letter
' Request for Evacuation
~ me Estimates service Lists
y *
- M (* O g
,, UNITED STATES i
g'
'Y h
C NUCLE AR REGULATORY COMMISSION W ASHINGTON, D. C. 2C555
' .%w.' N !
f November 29, 1979 ALL POWER REACTOR LICENSEES Gentlemen: This letter, which is being sent to all licensees authorized to operate a nuclear power reactor and to all applicants for a license to operate a power reactor (FSAR docketed), is a request for information regarding estimates for evacuation of various areas around nuclear power reactors. The requested informtion is in addition to that requested by the October 10, 1979 letter to all power reactor licensees from Darrell G. Eisenhut, Acting Director, Division et Operating Reactors, Of fice of Nuclear Reactor Regulation. Although evacuation time estimates are expected to be prepared in the course of the upgrading of the state of emergency preparedness as specified in the October 10, 1979 letter, submission of these estim3tes to the NRC is being requested on an accelerated time scale 50 that the NRC can identify those instances in which unusual evacuation constraints exist and special planning measures should be considered. In some cases of extreme difficulty where a large population is at risk, special facility modifications may also be appropriate. The requested infomation will also enable the NRC to be responsive to a recomendation from the Environment, Energy and Natural Resources Subcommittee of the Hause Com.ittee on Government Operations. The information requested in the enclosure should be submitted no later than January 31, 1980. i The October 10, 1979 letter indicated that efforts to develop a model plan were continuing. It now appears that the model plan will not be completed on a schedule which will be of use in developing upgraded plans for the requested January 1,1980 submittal. The upgraded plan development should therefore proceed on a site-specific basis. Si ncerely , . 0 t' m- w % w ,. Brian K. Grimes, Director Emergency Preparedness Task Group Of fice of t4uclear Reactor Regulation tnclesare:
+ quest f or Evacuation Time Estimates i */ enclosure:
ervice List
REQUEST FOR EVACHATION TIME ESTIMATES (AFTER NOTIFICATION) FOR AREAS NEAR NUCLEAR POWER PLANTS 98_th3round Prior to recent NRC requests that means for prompt notification to the public be installed around each nuclear power plant site, a significant component of evacuation time estimates was the time required to notify the public of a need for evacuation. Studies of actual evacuations that have taken place generally do not distinguish between the time required for notification, the time required to implement the evac
- that an evacuation has taken place.yption, The and the tine estimates required for to confirw time required for evacuations now requested relate primarily to the time to implement an evacuation as opposed to the time required for notification. ^
These estimates may be based on previous local experiences (e.g. , chemical spills or floods) or may be based on studies related to population density, local geography and
" Cad Capacities. No standard method for making such estimates is identified ter use at this time. The basis for the method chosen should be described As an independent check on the evacuation time estimates,
- n the response.
agreement with or comments on the time estimates made should be obtained t rom the principal local officials responsible for carrying out such evacuations. Such agreement should be documented or the areas of disagree-ment indicated in the submittal. The fonaat given belcw is appropriate for reporting to the NRC estimates of the time required to implement evacuation of areas near nuclear power plants.
'hese estimates, are to be made for the primary purpose of making available, to those of ficials who would make evacuation decisions in an emergency situation, knowledge of the time required to complete one of the protective
___ action options (evacuation) available for a particular potentially affected segnent of the population. A second purpose of these estimates is to identify to all concerned those instances in which unusual evacuation constraints exist and that special planning measures should be considered. In some cases of extreme dif ficulty where a large population is at risk, special f acility modifications may also be considered. lliven a decision to evacuate rather than shelter in an actual event, fewer or more sectors or dif ferent distances than given in the reporting f ormat might be evacuated should this be the chosen protective action. For example, three 22-1/2
- sectors might be initially evacuated ia a downwind
_ direction (the sector containing the plume and an adjacent sector on each side), followed by tne evacuation of other sectors as a precautionary measure. z 1/ Hans, J. M. , J r. , and T. C. Sell,1914 Evacuation Pi sk s - An E valua tion, U. S. Environmental Protection Agency, National Environmental Research Center, La s Vegas, t PA-620/6-74-Uuc.
i orma_t_ _ f or Reporting Information The areas for which evacuation estimates are required must encompass the entire area within a circle of about 10 miles radius, and have outer huundaries corresponding to the plume exposure EPZ. These areas are as f ollows: Distance Area 2 miles two 180 sectors 5 miles four 90* sectors about 10 miles four 90' sectors
.stimates for the outer sectors should assume that the inner adjacent sectors are being evacuated sinultaneously. To the exent practical, the sector t>oundaries should not divide densely populated areas. Where a direction morresponding to the edges of areas for which estimates have been made is thought not to be adequately represented by the time estimates for adjacent areas, an additional area should be defined and a separate estimate made or this case. The format for submittal should include coth a table and a
'igJre (overlaid or. a map) which each give the information requested in items 1 and 2 below. Additional material may be provided in associated text.
kequi red _Inf onna tion
- 1. Two estimates are requested in each of the areas defined in item 1 for a general evacuation of the population (not including special f acilities).
A best estimate is required and an aoverse weather estimate is required for movement of the population. lhe total time required to evacuate special f acilities (e.g. , hospitals) within each area most be specified (best estimate and adverse weather).
. The time required for confirmation of evacuation should be indicated.
Confinaation times may consider special instructions to the public (e.g. , tying a hankerchief to a door or gate to indicate the occupant has lef t the premises). 4 Where plans and prompt notification systems have not been put in place f or areas out to about 10 miles, estimates of the times required to evacuate until such measures are in placa for the plume exposure emergency planning zone (EPZ) should also be given. Notification timas greater than 15 minutes should be includea in the evacuation times and footnoted to indicate the noti fication time.
Where special evacuation problems are identified (e.g., in high population density areas), specify alternative protective actions, such as sheltering, which would reduce exposures and the effectiveness af tnese measures.
. A short background document should be submitted giving the methods used to make the estimates and the assumptions made including the rautes and methods of transportation used. This document should also note the agreement or areas of disagreement with principal local of ficials regarding these estimates.
,g, - - - ..-.
, s " ni: .
l, UNITED SI ATES
*}=; r.y ,_f ,fg' h NUCLEAR REGULATORY COMMISSION WASHING 1ON, D. C 20555 l% 5
& lf December 26, 1979 Ar'PLICANTS FOR CONSTRUCTION PERT 1ITS AND
!ICFN5EES OF PLANTS UNDER CONSTRUCTION e n tl ee.e n :
SUBJECT:
REQUEST FOR INf0!JtATION REGARDING EVACUATION tit 4ES This letter is being sent to all applicants for construction permits, and 1icensees of plants under construction. The purpose of the letter is a cequest for information regarding estimates for evacuation of various areas around future nuclear power plants. The requested information is in addition
'a that requested by the November 21, 1979, letter to all applicants for an operating license and licensees of plants under construction from Domenic B. Vassallo, Acting Director, Division cf Project Management,
'f fice of Nuclear Reactor Regulation.
M a: though evacuation time estimates are expected to be prepared in the course the upgrading of the state of emergency preparedness as previously specified ubmission of these estima tes to the NRC is being requested on an accelerated Li"e scale so that the NRC can identify those instances in which unusual xuation constraints exist and special planning measures should be a n u de red. In some cases of extreme difficulty where a large population
's at risk, special facility modifications may also be appropriate. The int smation reques:ed in the enclosure should be submitted no 1ater than
" arch 31, 1980.
Wvious correspondence indicated that ef forts to develop a model plan were
,antinuing. It now appears that the model plan will not be completed on a o.hedule which will be of use in developing upgraded plans in the near tern.
- upgraded plan development should therefore proceed on a site-specific
'm.is.
Sincerely, m ~ I
-)
-3 7 (( ,s 17 i it l C --
Brian K. Grimes, Director Emergency Preparedness Task G cap Office of Nuclear Reactor Regulation closure:
":uest for Evacuation Time
;stimates w/ enclosure:
'evite Lists
l Enclosure
) REQUEST FOR EVACUATION TIME ESTIMATES (AFTER NOTIFICATION)
FOR AREAS NEAR NUCLEAR POWER PLANTS
Background
l Prior to recent NRC requests that means for prompt notification to the public j be installed around each nuclear power plant site, a significant component of evacuation time estimates was the time required to notify the public of a j need for evacuation. Studies of actual evacuations that have t ken place j generally do not distinguish between the time required for notification, the time required to implement the evacgtion, and the time required to confirm that an evacuation has taken place.- The estimates for time required for -l evacuations now requestec relate primarily to the time to implement an evacuation as opposed to the time required for notification. These estimates may be based on previous local experiences (e.g. , cnemical spills or floods) j '
- may be based on studies related to population censity, local geography and road capacities. No standard method for making such estimates is identified for use at this time. The basis for tne methoo chosen should be cescribed in the response. As a check on the evacuation time estimates, conments on the I time estimates made should be obtained fron the principal local officials responsible for carrying out such evacuaticns. Such corrents should be ncluded in the submittal.
.I 7" J The format given below is appropriate for reporting to the NRC estimates of l the tire required to implement evacuation of areas near nuclear power plants. These estimates, are to be made for the prirrary purpose of making available, to those of ficials who would make evacuation decisions in an emergency I situation, knowledge of the time required to complete one of the protective acticn options (evacuation) available for a particular potentially affected
.,egment of the poavlation. A second purpose of these estimates is to identify -l ta all concerned those instances in which unusual evacuation constraints exist ano tnat special planning measures should oe consioereo. In some cases of extreme dif ficulty where a large population is at risk, special f acility modifications may also be considered.
l Given a decision to evacuate rather than shelter in an actual event, fewer or more sectors or different distances than given in the reporting format I m gnt be evacuated should this be the chosen protective action. For esample, three 22-1/2' sectors might be initially evacuateo in a downwind direction (the sector containing the plume and an adjacent sector on I eich side), followed oy tne evacuation of other sectors as a precautionary reasure. I - _ cans, J. M. , Jr. , and T. C. Sell,19N Evacuation Ri sks - An Evaluation, l S. Environmental Protection Agency, Wational Environmental Research
- nNr, Las legas, EPA-620/6- N -0Vd.
1
-t. ;ornat t cr Reporting Informa tion int areas f or which evacuation estimates are required rust entcm; ass tne entire ared within a circle of about 10 miles radius, ara nd'.e 0;ter bcuncaries corresponding to the plume exposure EPZ. Inese areas are ss feliewn Distence Area 2 miles two 120 sect:rs 5 miles four 9U sectors aDout 10 miles four 9L sectors st' rates for the outer sectors should assume tnat the inner adjacent sectors tre being evacuated simdltaneously. Io the exent practi:al, tne sector s a nc1 ries shculd not divide densely populated areas. knere a direction , re;Dcncing to the edges of 3reas for which estimates nave been mace is t"?_' n;t to De acequately represented Cy the time estim3tes f r acjacent ies,, an acJ1 icnal area should De defined and a separate estimite race -- nis tasc. Tre format for sunmittal should incluce oth a tiole and a
- re (.icerlaic on a map) whicn each give tne information reqJested in items d-' c eI c. . *acitional material may De provided in associate teit.
. ren : ,f crna ti c_n
'wJ estic 3tes are requested in each of the areas cefinec in item 1 for a yu. era; evacuation of tne population (not inclucir; speciai f acilities).
s bcst estimate is required anc an acverse neatrer estimate is required ter mrvenant of the population. t tal ti.,e rn;uirec to ev Scuate sp(cial 7 3:11i ties (e.g. , hospi tals) alit 1' ea:n area mast ce specified (best estimate dra acierse wedther). i n .c tirm reauired for :cntirmaticn of evacuaticn sn;)] o De irdicdted. Lcnfirtution times may consider special instructions to tne ;ublic (e.g. , tyin; i itinsercn1E f to a door or gate to in'Jicate tre oc:ura .t has lef t tne premises), a nece pl.1ns and pre:g t noti ficaticn systems n3ve not t een put in place f.- areas ou t to about 10 miles, esticates of :ne tires requireo to evacuate untii sucn rcasures are in place for the pluTe excosure ecer;encj planning 2:ne (F.PZ) should also De given. f.otificatien times creater tnan 15 minutes w ulc De inciacco in the evacuation tir;es and tootrotec to inal: ate the
~tification tine.
- 5. Where special evacuation problems are identified (e.g., in high population censity areas), specify alternative protective actions, such as sheltering, which would reduce exposures and the effectiveness of these n:casures.
- 6. A short background document should be submitted giving the methods used to make the estimates and the assumptions made including the routes and methods of transportation used. This document should dlSo note the conrents of principal local officials regarding these 2stimates.
APPENDIX B SAMPLE " EVAC" INPUT / OUTPUT LISTINGS
EVAC PROGRAM VARIABLES The EVAC computer program variables, indicated on the neadings in tne network listing, are described below; 1% = Link identification number t "dM _ Upstream node number (A-node) fa associated link 10 = Downstream node numoer (B-node) for associated link i CJ = Link length in feet (A-node to u-node) da Link lane wiath To Lateral clearance = Uistance from edge o f' travel-way tu Justructions along li,k miablock L = Numoer of lanes in direction of travel
- % = Priority of movement alano link, in reference to movement along intersecting links. Dominent or major l i. n x approache3 3re classified as t'riority 1, Secondary (i.e , those lin< apprnaches controlled
_ Dy stop signs, yield ii gn > , etc.) approaches are gerier311y cloissified 13 Priority 2. L! = Lane type, classified as follons; l - One-way, no p 3rking 2 - One-way, parking on 1 side 3 - On'-way, parxing on 2 sides 4 - Two-way, no parxing 5 - Iwo-way, .v i t h p a rk inq 6 - kural divided highway, no Darking 1 7 - Rural undivided highway, no parking 8 - Freeways and rxpressways
al = Srea type, c l a :i s i f i ed as folloas; 1 - Central business district 2- Fringe 3 - Outer bu;iness distri.ct 4 - Residential f'K = I - Parking alnnq link permitted F - Rar<ing along link prohibited
.PD = Free flow speed over link JiW = Jam Density = relative measure of l i n ,< s carrying capacity FHF = User preference or mo/ement along each outbound link. Preference"; are initiall/
assigned baseo upon iree-flow conditions. Actual route a ss ionnerit s a re calculated dy the progr7m, considering tne assigned preferen es as well as spee 1, density and capacity relationsnips. t:i+P = Link capacity
'TH, . cap -
Identifies dostination of movement frna downstream node, 'f o d '1:s s o c i a t e d intersection C-1 pac 1ty WDt, t:4P = Identifies destination of riant-turn movement from downstIeam node, and associated special turning lane capacity, it :1 p p l i c a o l e , i ~T, L o> = Identifies destination of left-turn novement from downstream node, ann associates special turn lane c7pacity, if applicaole. 4 )I+>, # - Identifies destination of designated movement from downstream node, and associated capacit i a : Used i; sper il cases for dusignatino network flow 3.
7 ....................................................... 000000000003000033303 J s O O O O O '> 3 0 3 O O O O ) O 3 0 0 0 *3 O 3 0 3 3 3 O O ? 9 9 7'
******eea 1 "J O O O O O e eee eo e oe e e e e e e a e e oe e e eoe e e e e e e o e o e e e eo e e e e e e e 4 3 0 3 3 0 3 3 3 O O O 3 o3 O. 13 3 3 O C O O 3.J O 3 O C O L O O 3 3 3 O O 3 3 01 O O O 3 0 *1S J ^
e
=
. 7
.eJ 000070000000000030A040,0000000000000 e e ee e e e e e e o e e e m
e e OO S O O O O O O
- 9 i m 7
- 3 0 7 e o e . . e e .e e . . . e e e e e . . .e 4 .
3 OOOO00OOOOOOOCOO OOOCO3OOOOc00OOCOO3OOoOOc0oO300 COO 7 soc q O O O O 3 0 3 0 3 3 3 O O O O O 3 S J *) = 0 13 O O ") SC- 3OnO9 3
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APPENDIX D l'R AN S I EN T POPULATION Slf>!MARIES
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JONESFIELD - RICHLAND THOMAS
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7 SSW ./ _ SSE S 2020 TRANSIENT POPULATION
TABLl' D-1 1980 rRANSIEN T POPl!LATIONS Number o f' lo,vnship Employer Employees 31 i l l a nd Dow nemica 1 6,000
' lid Ian i Allied Concrete 10
'l i lidland Wastewater Treatment Facility 20 31idl.ad Blid l and Wa ter Treatment Facility 13
'l i d l .1 n d Ccastal Tank Lines 19
.lidland Continental Forest Industry 12U Sli d I .md Dcw Corning I,700 Sli ci l a nd Grohs Oil Company 6
.li 11 and lleary dil Company 6 lli t iand Key Truck Lines 26
'li d l .ind :Ic K a y Press 100
'lidland alcLaugnlin Oil 3
'tidland St.i r t i n->la r i e t t a 135
.lidland Pendeil Printing 89 Midland Sctentiiic Anglers 19 lidland Tri-City Oil li Millani Tri-City Plastic 78 Milland Union Carbide /Linde Division 5
- 211and Blidland County Annex to
- li lland Dow Administration Center 200 Ji1!iams Dow Corning Corporate Center N)
.lidland Agostinelli Builders 25
- li llan ! Art's Lawn Service 25 cli d l an d Assoc ia ted Slechan ica i Services 15
.lidland BBS Printing, Inc. 25
.t i d i and Baily Lumber 25
't i d I a nd Bennett Constroction 30
>1id l an i Stan Bobit Leasing 25
TABLE n-1 (Page 2 of 4) Numljer of Township Employer Employees Midland 3ranson Builders 25
.li d l and Brown Lumber, Inc. 25 Milland Brvan's Bicycle Shop 25 Midland CFC Data Corp. 25 M i d l .ind Ea rl Chambers & Sons 25 Midland Chemical Bank & Trust 250 M i d l ind Chesapeake ard Ohio IUn i lway Co:npany 25
. lid l and circle Auto Parts 25 Midland City Sew"' Jle.iners & Contractors 25 Midland Cohoon's Elevator 25 N i d l .ind Collinson Construction Coapany 150 Midland Consumers Power 100 Midland irane Packine, Company 25 NidIand Crower Construction 25 Nia1.ind Coon-Devisser Company 25 idland DBA Secretarial Systems 25
- l i '11. i n t! Design Craftsmen 40 qidland Detroit Ball Bearing Company 25 ine,ecsol1 Durfee Cement Contractors 25 Nio!and Electrical Enterprises 25 1: d 1 in5
- i 11 ind First Midland Bank and Trust 135 M id la nd Fischer Flack Inc. Warehouse 25 M id I anti Fisher Contracting 10 Midland Fisher Sand and Gravel 30 Midland 4-D Builders Supply, Inc. 35
.4idIand Gerace Construction Company :50 M i d l .ind Girl Fridav, Inc. 100 li.fland Great Lakes Photo Color Service 35 Midlan1 lla dd i x Lumber and Supply 25
'tidland ila r r i son Piping and Supply Co. 25
TAllLE I) -1 ( P.i g e ~i of 4) Nu'ober of fownsoif g ) oyer Lgn loyee ; 't iil l a nd li.twkins, Inc. 25 MidIan<l lie lge r Construetion C). 10
!idland IES Ind. Ed uc.it iona l Se rv ic e s 25
'l i d 1. i n d Ken's Typewriter 25 Mi iland Lerner liuilding Co. 25 MidIand Masonry Construction, Inc. 35 'l i d l and Metal Gonds 25 Nidl.ind Midland illue Print Service 25 Midlani Midland Daily News 40
;idland Wolverine Federal Savinas and Loan 75 Midlan.1 Midland Iron Works 25
.iidland Midland Painting Company 50 Midlanu Midland Paper Company 25 iilland Midland Terminals, Inc. 25 Mi ll insi Misah.i Steel Products, Inc, 25 Midlaid Modern Metal Graft 25 'li 11 !nd denil llome Center 10 f.incoln Normal Wood Products 25 lidlani Nortnsood InstiLuto 700 Jerome Northwood Steel /5 Midland Reliable Plumbing and Heating f5 . i i d l .enil S:ii t h Instrument and Equipmen' >5 Mid1.ind Standard Electric 25 Midland Stox, Inc. >5 Midiind Suburban Dry-Wall, Inc. >
.5 Midland Supector Welding 25
";dland 1-1 Supply Company 25 Nidland Ultimate Controls Corp 25
- . d l .ind V.i l l e y leenanical Cont ractors 30 Midlan 1 'ea Scientific 25
'!i d l .ind W 2. 5 Tool Die z '; Midl.ind WMPX Radio 25
TA Bl.l: D-1 (Page 4 of 4) Number of inwnship 1:mp lo ye r Employ"es Bl i d l .in.1 WRCI R a ci i o 25
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APPENDIX G SMIPLE INTERSECTION / LINK FIELD DATA FOR!!
I!1TERSECTIDiLDAIA NAME OF STREETS: __ I"i^' "'# ' W'^^ ^ - 'h f40DE #: 7 LOCAT10f4 0F INTERSECTION:(TOWid A'4M u '>
% ETCH INTERSECT 10tl LAYOUT BELOW, INDICAT!NG:
- IRAFFIC FLOW, If4CLUDING TURNING MOVEMENTS.
- [RAFFIC C0t4 TROL, IF ANY (STOP SIGNS, SIGNALS, ETC.).
- STREET WloTHS, FROM CURB-TO-CURB IN FEET.
- ON-STREET PARKING, IF ANY.
- f1ENEWAL DIRECTION OF NORTH.
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ARTERIAL DATA NAME OF ARTERIAL._ A2^W^' 07 ROUTE NUMBER, IF ANY b^x .?-3 MUf41CIPALITY__d6Me _ _ vo So cx , s_. _,_ _ _ . _ _ _ -_ .- ._ e -- _ _ _ _ _ _ ._ g._.. ___ _ _ -. - -. .--
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- NUMBER OF TRAVEL LANES AND TRAFFIC FLOW DIRECTION
- LOCATION OF ON-STREET PARKING, IF ANY
- GENERAL DIRECTION OF NORTH INDICATE BELOW (IN FEET)
- PAVEMENT WlDTH (W) 33'
- SHOULDER WIDTH (S) 0 (IF NONE, INDICATE)
- DISTANCE TO NEAREST OBSTRUCTION (D)
RIGHT LANE 2 LEFT LANE _ 2' _ [/L 4 Zhm!)
- POSTED SPEED LIMIT, IF ANY ;__ __ _ _
-- AC T UAL C Ru i S E S P E E D _. _ .35-4
- WORST TRAFFIC GRADE (CIRCLE ONE)(0JD 2% 4% 6% OVER6%
- ROADWAY CHARACTER (ROADSIDE DEVELOPMENT, CONDITION OF ROAD, ETC.)
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