ML19290F545

Analysis of Time Required to Evacuate Transient & Permanent Population from Various Areas within Plume Exposure Pathway Emergency Planning Zone

ML19290F545
Person / Time
Site:	San Onofre
Issue date:	08/31/1980
From:	WILBUR SMITH ASSOCIATES
To:
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ML13308B753	List: ML13308B752 ML19290F545
References
NUDOCS 8008150368
Download: ML19290F545 (94)

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Analysis of Time Required to Evacuate Transient and Ibrmanent Population from Various Areas Within the Plume Exposure Pathway Emergency Planning Zone San Onofre Nuclear Generating Station by

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Analysis of Time Required to Enicuate Transient and l'ermanent l'opulation from I

Various Areas Within the 1)lume Exposure I

I)athway Emergency Planning Zone San Onofre Nuclear Generating Station I

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Analysis of Time Required to Evacuate Transient and Permanent Population from

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Pathway Emergency Planning Zone I

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CONTENTS CHAPTER PAGE 1

INTRODUCTION 1

Study Purpose 2

Study Area 3

Work Scope 3

Investigation and Analysis 4

Order of Presentation 5

2 EXISTING AND FUTURE CONDITIONS 6

Land Use and Dvelopment 6

Existing and Projected Design Population Conditions 6

Existing Highway Network 7

Planned 1990 Highway Network 12

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3 EVACUATION SECTORS AND ANALYSIS ZONES 14 Evacuation Sectors 14 Population Analysis Zones 15 4

ASSUMTIONS RELATIVE TO EVACUATION CONDITIONS 16 Evacuation Travel Modes 16 Evacuation Travel Speeds and Roadway Capacity 17 Roadway Operation and Traffic Management Considerationn 19 Evacuation Vehicle Demand 21 Estimated Evacuation Route Capacity 21 u

CONTENTS (continued)

CIIAPTER pAGE 5

EVACUATION ROUTING AND EVACUATION TIME ESTIMATES 27 Time Elements Included Within Evacuation Time Estimates 27 Two-Mile Radius Sector Evacuation 28 Five-Mile Radius, North Sector 28 Five-Mile Radius, South Sector 29 Ten-Mile Radius, North Sector 29 Ten-Mile Radius, South Sector 30 Evacuation of Areas Beyond Ten-Miles From SONGS 31 Secondary Evacuation Routes 31 Evacuation of Special Facilities 32 Conclusions 36 APPENDIX A.

POPULATION ANALYSIS ZONE A-1 Two-Mile Radius Sector A-1 Five-Mile Radius, North Sector A-1 Five-Mile Radius, South Sector A-3 Ten-Mile Radius, North Sector A-3 Ten-Mile Radius, South Sector A-7 B

TRAFFIC OPERATION RECOMMENDATIONS B-1 Two-Mile Radius Sector B-2 Five-Mile Radius, North Sector B-2 Five-Mile Radius, South Sector B-3 Ten-Mile Radius, North Sector B-3 Ten-Mile Radius, South Sector B-3 Extended Ten-Mile Radius, North Sector B-4 Resources and Supporting Systems B-5

i CONTENTS (Continued)

APPENDIX PAGE C.

PACIFIC COAST HIGHWAY CLOSURES C-1 D.

EVACUATION PROCEDURES Two-Mile Radius Sector Evacuation Route D-1 Five-Mile Radius, North Sector Evacuation Routes D-2 Pive-Mile Radius, South Sector Evacuation Routes D-4 Ten-Mile Radius, North Sector Evacuation Routes D-5 Ten-Mile Radius, South Sector Evacuation Routes D-8 Extended Ten-Mile Radius, North Sector Evacuation Routes D-9 E.

LETTERS AND COMMENTS E-1

ILLUSTRATIONS FOLLOWS FIGURE PAGE l

Regional Location Map 1

2a Study Area (North Sector) 3 2b Study Area (South Sector) 3 3a Population Analysis Zones (North Sector) 15 3b Population Analysis Zones (South Sector) 15 4

Interstate 5 Evacuation Route (North Sector) 27 5

Pacific Coast Highway Evacuation Route (North Sector) 27 6

Camino Capistrano and Ortega Highway Evacuation Route (North Sector) 27 7

Basilone Road (North and South Sectors) and Interstate 5 (South Sector)

Evacuation Routes 27 e

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TABULATIONS Page 1

1980 Population Estimates 8

2 1990 Population Estimates 9

3 Principle Evacuation Routes 10 4

Travel Speeds and Roadway Capacities During Evacuation 18 5

Evacuation Vehicle Demand by Zones 22 6

Evacuation Routes Capacities 24 7

Secondary Evacuation Routes 33 8

Secondary Route Evacuation Time Estimates 34 9

Special Medical and Learning Institutions 35 10 Summary of Evacuation Time Estimates 37

CHAPTER 1 INTRODUCTION The San Onofre Nuclear Generating Station (SONGS) is I

located in San Diego County approximately four miles south of San Clemer.te, California (Figure 1).

Situated on a man-made shelf cut into the San Onofre Bluffs, the station has been producing electricity from one generating unit since 1967.

Southern California Edison Company and San Diego Gas and Electric Company, co-owners of SONGS, are constructing two additional generating units which when operational will have more than four times the generating capacity of the first unit.

I The Nuclear Regulatory Commission has requested all applicants for construction permits and licensees of plants under construction to provide information regarding time estimates 'for evacuation of permanent and transient population within various areas around proposed nuclear pcwer plants.

Recently adopted ammendments to the Nuclear Regulatory Commission regulations also require that a nuclear power reactor licensee include in its emergency plan, an analysis of the time required to evacuate transient and permanent populations from various I

sectors and distances within a radius of about ten miles from the reactor site.

In response to the Nuclear Regulatory Commission request and regulatory requirement, Southern California Edison Company has retained and directed Wilbur Smith and Associates to evaluate the evacuation characteristics and requirements of the roadway network, and to develop time estimates for the evacuation of both transient and permanent populations from the area within an approximate ten-mile radius from SONGS.

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This study has been completed in consultation and co-operation with the primary local response agencies responsible for evacuation plannning and implementation within the study area.

The study in its final form reflects the helpful input received from the agencies, including the written letters and comments attached as Appendices C and E.

It is intended that the information contained in this study may be included as an appendix to the SONGS Emergency Plan, and may serve wi2hin the scope of its ' arpose as a basis for further emergency planning and decision making within the study area.

Study Purpose An important consideration in the safety evaluation of I

SONGS 2 and 3 is whether, in the unlikley event of a serious radiological emergency with potential off-site consequences, the area's transportation system will ef fectively accomodate a complete evacuation of local residents and visitors from the area at risk.

The pupose of the study was to assemble and evaluate transportation system data and demographic pertinent to area I

evacuation planning and to develop an ef fective evacuation routing plan.

Utilizing these evacuation routes, time estimates were to be made and evaluated for the evacuation of both transient and permanent populations from a circular area having a radius of about ten miles from SONGS.

In addition, secondary evacuation routes and corresponding evacuation time estimates were to be identified in the event that one of the primary evacuation I

routes were disabled.

1 1 I

Study Area The study area includes those land areas located within an approximate ten-mile radius from SONGS.

As illustrated in Figures 2a and 2b, the ten-mile radius boundary encompasses all or a portion of the cities of San Clemente, San.Tuan Capistrano, the unincorporated area of Capistrano Beach, Dana Point and Ortega, and the northern section of the United States Marine Corps Base (Camp Pendleton).

Although the ten-mile radius actually bisects San Juan Capistrano, Dana Point and Ortega, the entire population, traffic and transportation facility components of these areas has been considered in the evacuation analysis.

Also within the study area are three State Department of Recreation facilities:

The San Onofre, San Clemente and Doheny State Beaches.

Work Scope In performing the analysis for the evacuation of transient and permanent population from the area, the following work tasks have been performed:

o Inventory and evaluation of the existing highway network.

Review of existing and projected demographic data, land o

use, and military and recreational activity.

Projection of population, motor vehicle data, and traffic e

characteristics (using available planning projections) for selected analysis years.

Estimation of vehicular capacity of the major highway o

network, assuming conservative estimates of capacities to reflect evacuation conditions.

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Review of previously prepared emergency plans, including:

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- Orange County Emergency Response Plan, SONGS, October, 1975

- United States Marine Corps Base, Camp Pendleton Evacuation Procedures, 1980

- Emergency Evacuation Plans for the City of San Juan Capistrano, September, 1979

- Evacuation Plan for the area surrounding SONGS, June, 1975

- Unified San Diego County Nuclear Power Plant Emergency Response, May, 1976 Sector by sector identification of primary and o

secondary evacuation routes and evacuation time estimates.

Identification of suggested traffic management measures.

o The analysis, evaluation and results presented in this report are confined to the scope of work described above.

Investigation and Analysis During the initial review of available demographic, traffic demand, and transportation facility projections, two analysis years were selected for evaluation.

The analysis year 1980 was chosen to represent existing conditions and to provide a comparison for future conditions.

The analysis year 1970 was chosen because it represents an acceptable time horizon for the development of community evacuation plans and because the reliability of demographic, traffic and trans-M portation facility projections greatly diminished beyond 1990.

Therefore, the evacuation plans to be developed from the findings presented herein should remain applicable until the early 1990's

1 Adjustments may be needed should future demographic er transportation developments depart greatly from the projections used herein.

1 Available data on existing traffic characteristics, trans-portation facilities, land use and demography were supplemented by extensive field reconnaissance in the study area, as well as interviews and consultations with those local agencies having primary responsibility for evacuation within the study area.

The analysis considers both existing and planned development within the defined areas as well as visitor activity projected for State Park and beach areas.

Due to the unique characteristics of the area within a radius of two miles from SONGS, which includes both military and recreational activity, a separate detailed investigation of the areas was undertaken.

The data I

collected was utilized to develop specific evacuation require-ments for peak transient and permanent resident activity.

Topography and other factors which would affect walking speeds required special consideration in the development.of require-ments for evacuation of the State beaches.

Order of Presentation The study begins with a review of existing conditions within the study area.

A summary of the roadway network, traffic and demographic findings are presented in Chapter 2.

I Chapter 3 contains the identification of analysis zones.

Evacuation assumptions, evacuation route assignment, and evacuation time estimates are developed in Chapter 4 and 5.

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CHAPTER 2 EXSISTING AND FUTURE CONDITIONS In the performance of the evacuation route analysis, it was first necessary to inventory and review the existing and anticipated future changes in land use, population and traffic characteristics of the study area.

Information was obtained relative to current and future development trends, population characteristics, existing and planned roadway system, traffic volumes, and the locations and relative size of special facil-ities, such as hospitals, parks, and schools.

Information sources included local agency plans and reports, area re-connaisance, and interviews with public officials.

Land Use and Development I

Study area land use and zoning information was reviewed for existing (1980) and projection year (1990) conditions, to identify existing and potential areas of high population and vehicle concentration.

This information was used to develop evacuation analysis zones.

r'urther discussion of land use characteristics, and analysis zones is presented in Chapter 3 and in Appendix A.

I Existing and Projected Design Population Conditions I

Several population and roadway conditions, representing typical peak periods during the week, were studied to determine

" worst case" conditions (highest population and vehicle density).

It was found that a weekday evening peak-hour period would repre-sent the highest permanent population and worst traffic conditions.

A summer weekend or holiday would represent the " Worst" transient population condition.

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To simulate the most adverse conditions, the evacuation analysis was based on a weekday, peak hour permanent population m

and traffic condition, and a maximum utilization of State Beach recreational areas typical to a summer holiday.

This hypothetical design condition yields a conservative population estimate which would exceed any normally recurring condition.

Total permanent population estimates within the study area for 1980 and 1990 are 79,705 and 97,955, respectively.

Permanent population projections indicate a ten year increase of approximately.23 per cent.

Estimated 1980 and 1990 transient populations represent approximately 28 per cent of the total estimated population within the study area for the design condition.

Approximately 70 per cent of the total study area population is located within a ten-mile radius of Songs.

Table 1 and 2 summarize estimated resident and visitor populations for 1980 and 1990.

Existing Highway Network The area roadway system has been divided into three categories:

freeways, arterials, and neighborhood / collector /

local streets.

Figures 2a and 2b illustrate the network of arterial and freeway facilities which presently provide the major travel-ways in the study area.

These major roadways are re-stricted somewhat by geographic features and tend to either parallel the coastline or follow the inland valleys and canyons.

Major routes which can be utilized for evacuation purposes are listed in Table 3 along with existing and projected 1990 average daily traffic.

A brief description of each route listed is contained in the following paragraphs. ---

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Table 1 1980 POPULATION ESTIMATES RESIDENT VISITOR AREA POPULATION POPULATION I

San Clemente 27,200 "'

8,000 San Juan Capistrano 23,950(c) 1,000(b)

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Capistrano Beach 4,750(c) 1,400 Dana Point 5,250(D) 1,600 I Ortega 1,350(c)

Doheny State Beach 0

8,850(e)

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3,825(e)

San Clemente State Beach San Onofre State Beach 0 (d) 6,945(*}

Camp Pendleton (g) 490(g)

Enlisted Men's Beach Club Camp Pendleton (h) 17,205 N.A.

(f)

TOTAL 79,705 32,110 (a)

Source:

San Clemente Public Works and Planning Department.

(b)

Based on Chamber of Commerce visitation figures.

(c)

Source:

Orange County Environmental Management Agency.

(d)

Source:

California Department of Parks and Recreation.

(e)

Source:

(d) ; Assumes maximum utilization.

(f)

Source:

Base Operations and Training Office, Camp Pendleton.

Marine Corps Base.

(g)

Source:

(f), Estimated maximum utilization based on average summer and weekend visitation of 300 persons.

(h)

Camp population within a ten-mile radius from SONGS excluding recreation beach.

(*)

Negligible N.A.

Not Available

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Table 2 1990 POPULATION ESTIMATES RESIDENT VISITOR AREA POPULATION POPULATION San Clemente 34,450(^

8,800(

San Juan Capistrano 30,900(c) 1,100(

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Capistrano Beach 5,450(c) 1,550 I}

Dana Point 6,250(c) 1,800 Ortega 3,700(c)

Doheny State Beach 0

8,850( '

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3,825 San Clemente State Beach (d)

I San Onofre State Beach 0

8,970 Camp Pendleton I9 Enlisted Men's Club 490

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Camp Pendleton 17,205 N.A.

TOTAL 97,955 35,385 (a)

Source :

San Clemente Public Works and Planning Department.

(b)

Based on Chamber of Commerce visitation figures.

(c)

Source:

Orange County Environmental Managment Agency.

(d)

Source-California Department of Parks and Recreation.

(e)

Source:

(d); Assumes maximum utilization.

(f)

Source:

Base Operations and Training Office, Camp Pendleton.

Marine Corps Base.

(g)

Source: (f)

Estimated maximum utilization based on average summer and weekend visitation of 300 persons.

(h)

Camp population within a ten-mile radius from SONGS excluding recreation beach.

(*)

Negligible N.A.

Not Available Table 3 PRINCIPLE EVACUATION ROUTES AVERAGE DAILY TRAFFIC (X1000)

Existing Projected ROADWAY FACILITY EXISTING LANES 1980 1990 Interstate Route 5 8 Divided (6 through City of 70-100 130-145 San Clemente).

Basilone Road 2 Undivided 8-10 10 Old Route 101 4 Undivided (2 lanes south of SONGS) 5*

6*

El Camino Real 4 Undivided south of Avenida 15-24 22-26 (State Route 1)

Estacion b

o Pacific Coast Highway 2 Undivided south of Doheny 15-25 42 (State Route 1)

Park Road 4 Undivided north of Doheny Park Road and south of Del Obispo Street.

4 divided north of Del Obispo Street.

Avenida Pico 4 Undivided (2 lanes east of 8-10 18 Avenida Presidio Ortega Highway 4 Undivided (2 lanes east of 9

23 Ganado Road)

Camino Capistrano 2 Undivided 7-13 37 Rancho Viejo Road 2 Undivided 5

12 Source:

Orange County Development Monitoring Program

• Wilbur Smith and Associates estimate.

e Interstate Route 5 (San Diego Freeway),

The principal area roadway follows a general north-south direction along the coast and passes just east of SONGS.

I-5 is primarily an eight-lane facility, built to full freeway standards; however, it narrows to six lanes through the City of San Clemente, again widening to eight lanes near Capistrano Beach.

e Basilone Road, a two-lane road which intersects I-5 approximately two miles north of the site, runs in a southeasterly direction into the interior of Camp Pendleton.

e Access Road, formerly Route 101, wac originally a four-lane facility, but has been narrowed to two lanes in order to provide parking for visitors to the State beach areas.

This highway parallels I-5 from the Basilone Road Interchange past the generating station and reconnects with I-5 via the Las Pulgas Interchange at a point approximately seven miles south of the site.

e El Camino Real (State Route 1), is a four-lane un-divided roadway, aligned roughly parallel to I-5 from the Orange County line northward to Avenida Estacion.

e Pacific Coast Highway (State Route 1) - North of Avenida Estacion, State Route 1 is designated as the Pacific Coast Highway.

Between Avenida Estacion and Doheny Park Road, Pacific Coast Highway has been constructed as a four-lane facility however at the present time only two lanes are open to vehicular traffic.

North of Doheny Park Road, Pacific Coast Highway is a four-lane facility aligned generally parallel to the coast-line.

e Avenida Pico is a four-lane arterial within the City of San Clemente, originating at El Camino Real near the Pacific Ocean.

It narrows to two lanes east of I-5 and continues its eastward course to the TRW systems G_oup property, where it terminates, o

Ortega Highway (State Route 74), is a four-lane, east-west, roadway between Camino Capistrano and Ganado Road.

East of Ganado Road, Ortega Highway narrows to two lanes k Road to the Lake and continues along San Juan Cree Elsinore area.

Camino Capistrano is a two-lane arterial, originating o

at Pacific Coast Highway in North San Clemente, and parallels the Coast Highway through residential areas of Capistrano Beach.

At Camino Las Ramblas it turns north, paralleling I-5 through San Juan Capistrano.

o Rancho Viejo Road is a two-lane, north-south, roadway which is aligned parallel to and east of I-5 from Junipero Serra Road to the San Juan Capistrano City limit where it becomes Marguerite Parkway.

Planned 1990 Highway Network There is one significant improvement planned to the highway network which will affect access and egress from the ten-mile radius study area.

The six-lane section of Interstate Route 5, through the City of San Clemente, will be widened to eight lanes.

This improvement project is currently underway and is expected to be completed before 1982.

Longer term, there are several regional arterials being considered in or near the study area.

Those which could increase available evacuation route capacity are summarized below.

o Avenida San Pablo Corridor (between I-5 in San Clemente and Ortega Highway) - The Orange County Environmental Management Agency is currently studying alternatives for this corridor.

The results of the study will determine the general alignment and extent of the facility.

e Golden Lantern Corridor (between Pacific Coast Highway and Crown Valley Parking) - When the remaining segment is implemented, additional evacuation capacity will be available to the north.

o Extension of Alipaz Street, (between Pacific Coast Highway and Junipero Serro Road in San Juan Capistrano),

would serve as an alternative evacuation route for the local populace.

e Extension of Camino Del Avion, (between Del Obispo Street and Crown Valley Parkway), would provide an alternative evacuation route for the local populace.

The Orange County Development Monitoring Program includes these arterial highway projects in the 1988 arterial system.

Recent assessments of these projects, however, do not anticipate their completion before 1990.

Accordingly, none of the above mentioned long-range regional arterial improvements were con-sidered in the evacuation route analysis.

CHAPTER 3 EVACUATION SECTORS AND ANALYSIS ZONES A system of evacuation sectors and population analysis zones were identified for the study area to facilitate the planning and analysis of evacuation requirements.

The study area is divided into evacuation sectors to permit partial B

evacuations of the study area, based upon the nature of the radiological emergency and the wind conditions at the time of the event.

These sector boundaries reflect specified radial distances from SONGS, the compass arc and geographic constraints.

The population analysis zones are used to associate specific neighborhoods and activity areas with individual evacuation routes.

At this analysis stage, these zones provide a base for quantifications and grouping of demographic data.

During later detailed community planning and information pro-grams, these zones may be used to communicate specific evacuation I

route instructions.

Evacuation Sectors.

Evacuation sectors were designated to comply with the format as requested by the Nuclear Regulatory Commission for the area within the plume exposure emergency planning zone (EPZ).

The sector requirements are:

Radial Distance From Site Area Division 0 to 2 miles two 180 sectors 2 to 5 miles four 90 sectors 5 to 10 miles four 90 sectors As previously discussed, the ten-mile radial distance was extended where necessary to avoid bisecting incorporated areas or communities.

Furthermore, to the extent practical, the sector boundaries were oriented so as to avoid dividing densely populated areas.

Due to the coastal location of SONGS, the relatively straight coastline, and the tendency of prevailing winds to be either onshore or offshore, the 180 sector boundary was aligned with the coastline.

With this orientation, it was only necessary to identify two 90 sectors for the purpose of eval-uating land evacuation beyond the two-mile radius.

(See Figures 3a and 3b.)

The northern 90 sector includes the densely

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populated residential communities, while the southern 90 sector includes beach area activities, scattered activities along I-5, and the Camp Pendleton facilities.

Thus, the 90 sector beundary, oriented perpenicular to the coastline centers the more heavily populated areas within a single 90 northern sector.

The south-ern sector includes primarily areas having unique evacuation requirements--the State beach areas and the Marine Corps act-ivities.

Population Analysis Zones Specific Population Analysis Zones (PAZ's) were developed to encompass existing population concentrations and/or easily identifiable land uses.

PAZ's were delineated following exist-ing geographical, manmade, or political boundaries except for those zones comprised of family military housing or barracks concentrations.

For these zones the approximate areas of habit-ation were outlined.

The population Analysis Zones are depicted in Figures 3a and 3b.

Each PAZ has been assigned an identification number for later reference.

A brief description of zone boundarys and land use is given for each PAZ in Appendix A.

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CHAPTER 4 ASSUMPTIONS RELATIVE TO EVACUATION CONDITIONS Various assumptions were necessary to establish the evacuation demand levels which must be accommodated, and conditions under which the facilites and plans must function.

The assumptions presented herein were made as a basis for assigning evacuation routes and developing public evacuation time estimates.

'The assumptions generally reflect conditions worse than would normally be expected, and thus yield a con-servative estimate of evacuation time requirements.

Evacuation Travel Modes Among the potential travel modes which were considered are perconal vehicular transportation and mass transportation.

Due to the extremely complex logistical problems involved in utilizing mass transportation for evacuating large segments of the population, the automobile was assumed ta be the primary travel mode.

The only exceptions to this rule were, for the population increments within Camp Pendleton (Zones 8,16,17,39,

40) and for special cases such as learning institutions, nursing homes, and hospitals.I1) Vehicle occupancy rates are estimated to be as follows:

o An average of 1.7 persons per auto for all areas except State Parks and Camp Pendleton. (2) o An average of 3.0 0.csons per private vehicle for State Parks.( }

(1)

Evacuation travel mode for these areas are discussed in Chapter 5.

(2)

Based on existing demographic data.

(3)

Source:

State of California Department of Parks and Recreations.

An average of 30 passenters per bus.(4) e Camp Pendleton Base Motor Transport has total lift e

capacity of 3,280 persons at one time.

These occupancy assumptions are conservative, as they represent normal conditions.

During an emergency evacuation, vehicle occupancy rates would likely be higher.

Walking was also considered as a potential evacuation mode.

However, considering the relatively slow walking speed as compared to vehicular speeds, this mode was only evaluated within the State Beach recreational facilities where walking from remote beach or campsite areas to parked vehicles would represent a significant time element, and within Camp Pendleton where vehicle availability is limited.

Evacuation Travel Speeds and Roadway Capacity The capacity and travel speed assumptions presented in Table 4 are based upon conservative estimates of forced evacua-tion conditions where people are confused and not completely cooperative.

Frequent traffic delays caused'by merging traffic (side friction),

are reflected in the low assumed travel speeds and roadway capacities.

A walking speed of 3 feet per second assumes unfavorable walking conditions accounts for ~all pedestrain age groups.

The auto-mobile, truck, and bus speed of 15 miles per hour reflects forced flow ("stop-and-go") conditions.

(4)

Represents approximately 70 percent occupancy of a standard 44-seat bus. __

Table 4 4

TRAVEL SPEEDS AND ROADWAY CAPACITIES DURING EVACUATION Average Speeds:

Mode Speed ("}

Walking 3 ft/sec.

(2.05 mph)

Automobile 21.95 ft/sec. (15 mph)

Truck 21.95 ft/sec. (15 mph)

Bus 21.95 ft/sec. (15 mph)

Roadway Capacity:

Facility Maximum Capacity ( }

One standard highway lane (12 ft) with minimum side friction ( )

1,200 vehicles per hour I

One st_andrd hgihway lane (12 ft0 with high side friction (

1,000 vehicles per hour I

Freeway on-ramp 1,200 vehicles per hour One freeway lane 1,800 vehicies per hour I

(a)

Source:

Transportation and Traffic Engineering Handbook, Institute of Transportation Engineers (b)

Highway Capacity Manual, Special Report 83, Highway Research Board.

(c) " Side friction" refers to delays and congestion attributed to vehicles merging into the main traffic stream from side-streets and driveways.

I Roadway Operation and Traffic Management Considerations Sector by sector evacuation route analyses include various emergency traffic management and roadway operation procedures.

Roadway capacity which is normally governed by traffic signal controls, intersection turning movements, oncoming traffic effects and conflicts from side streets can be maximized through implementation of the following emergency roadway measures.

Roadways which are normally two-way can be made one-e way during evacuation.

o Police officers, properly coordinated can move traffic more efficiently under emergency evacuation conditions than "Stop" signs or signals.

o Turning movements can be prohibited.

e Vehicles which " break down" on evacuation routes shall be moved to a point which will not hinder traffic flow.

e All traffic except official and emergency vehicles will be prevented from entering the evacuation area as soon as possible following the general emergency notification.

This can be accomplished by establishing road blocks on a cordon line around the area to be evacuated, manned by personnel arranged for in advance by the appropriate emergency response agencies.

o All I-5 exit ramps northbound and southbound away from the nuclear generating station will be barricaded.

e All on-ramps on southbound and northbound I-5 in the direction of the nuclear generating station will be blocked and restricted to use by official and emergency vehicles.

Northbound I-5 traffic approaching from the San Diego e

area and destined to areas north of Santa Ana will be diverted at Route 78 eastward to Escondido and then north on I-15.

e Northbound local traffic will be allowed only to the Harbor Drive /Vandegrift Interchange.

Southbound I-5 traffic approaching from the Los Angeles o

area and destined to San Diego County will be diverted onto the Newport Freeway north to the Riverside Freeway then south on I-15.

Traffic management recommendations, specific to the proposed evacuation routing, are discussed in Appendix B.

These specific recommendations are assumed in the evacuation time estimates.

It is estimated that 30 locations on the principal evacuation routes within the study area would require traffic control personnel.

It is expected most of these locations can be effectively controlled by one traffic officer.

For additional control of evacuating traffic, motorcycle equipped law enforcement officers could be used to patrol major evacuation routes.

Vehicular control within Camp Pendleton would likely be provided by military personnel.

Traffic management recommendations presented in this study may be used as a foundation for a more detailed traffic management plan which would include input from local and regional law enforcement agencies.

Additional traffic control measures, beyond those specified in Appendix B, could expedite the evacuation task and reduce evacuation time estimates.

A summary of available emergency resources and supporting systems is presented in Appendix B, Table B-1.

This information is taken from the, " Evacuation Plan For The Area Surrounding SONGS, June, 1975".

This information indicates that a minimum of 23 law enforcement officers within San Diego and Orange Counties could respond immediately in an emergency.

Approximately 35 additional law enforcement officers are expected to be available on two hours notice.

These estimates do not include personnel from the Police and Fire Departments of San Clemente, and San Juan Capistrano.

This information is currently being reviewed and updated persuant to the requirements of the Nuclear Regulatory Commission.

Evacuation Vehicle Demand The total evacuation vehicle demand is dependent upon the estimated transient and permanent populations in the study area.

Thus, the population estimates, expressed in Chapter 2, and vehicle occupancy rates, identified earlier in this Chapter are used to predict the evacuation vehicle demand in the various population analysis zones.

Vehicle demand estimates were pre-dicted using the assumption that the total study area population, both transient and permanent, will depart by automobile. (6)

This assumption introduces the worst probable evacuation time by producing the greatest demand on the roadway network.

The estimated evacuation vehicle demand by anlysis zone is summarized in Table 5.

Estimated Evacuation Route Capacity Roadway capacity estimates were developed for principal evacuation routes identified in Table 3, using the appropriate (6)

With the exception of Zones 8, 16, 17, 39, and 40 within Camp Pendleton which are assumed to be evacuated by high passenger capacity veh'cles.

Table 5 EVACUATION VEHICLE DEMAND BY ZONE POPULATION ESTIMATED VEHICLES ANALYSIS ZONE (a) ESTIMATED POPULATION 1980 1990 1980 1990 1

2,235 2,235 745 745 2

3,810 3,810 1,270 1,270 3

490 490 165 165 4

900 900 300 300 5

2,905 2,905 1,320 1,320 6

740 740 335 335 7

1,115 (b) 675 (b) 8 3,505 3,505 44-44 9

915 1,880 540 1,140 10 3,825 3,825 1,275 1,275 11 1,080 1,080 640 640 12 1,995 2,725 1,180 1,650 13 2,465 4,045 1,460 2,450 14 5,035 5,115 2,980 3,100 15 2,535-4,110 1,500 (b) 2,490 5

5 (b) 16 3,000 3,000 17 3,245 3,245 90 90 18 8,110 8,760 4, 8 0 '.'.

5,310 19 1,015 1,090 600 660 20 5,355 7,640 3,170 4,630 21 1,015 1,765 600 1,070 22 910 910 540 540 23 2,130 2,310 1,260 1,400 24 1,065 1,385 630 840 25 3,685 6,005 2,180 3,640 26 2,230 2,960 1,320 1,795 27 2,365 2,400 1,400 1,455 28 1,540 1,800 910 1,090 29 8,850 8,850 2,950 2,950 30 7,535 8,960 4,460 5,430 31 270 330 160 200 32 1,520 1,815 900 1,100 33 455 1,270 270 770 34 5,915 6,850 3,500 4,150 35 5,240 6,270 3,100 3,800 36 2,940 4,190 1,740 2,540 37 3,395 4,635 2,010 2,810 38 2,720 3,975 1,610(2) 2,410 2) 39 2,885 2,885 120(2) 1 0 40 930 930 24 24(2)

TOTAL 110,755 132,710 52,643 67,098 (a)

Refer to Chapter 3 for Population Analysis Zone Locations.

(b)

Represents available vehicles in military camp.

vehicles vary in type and passenger capacity.

Average capacity is estimated at 15 passengers per vehicles.

Source:

Wilbur Smith And Associates Estimates Based On Available Demographic Data, Interviews with Local Emergency Planning Officials and Field Reconnaisance.

Negligible

I I

roadway lane capacity values presented in Table 4.

Capacity estimates expressed in vehicles per hour are listed in Table 6 for principal evacuation routes.

I Interstate Route 5, north of SONGS, is assumed to operate with the outbound lanes providing capacity for evacuation of vehicles from the study area and the inbound lanes reserved for emergency and official vehicle access to the study area.

Using these conditions, I-5 is estimated to have a 1980 evacuation capacity of 5,400 vehicles per hour north of the generating plant and 7,200 south of the plant.

With the completions of the widening project, a capacity of 7,200 vehicles per hour, both northbound and southbound out of the I

area, would be available by 1990.

Basilone Road will operate as a two-way facility providing a capacity of 1,200 vehicles per hour in either direction.

I Old Route 101 will also operate as a two-way roadway with a capacity of 1,200 vehicles per hour in either direction.

El Camino Real will operate with two lanes northbound and I

two lanes southbound.

This will provide a two-lane capacity of 2,000 vehicles per hour in either direction, assuming high side friction.( )

Pacific Coast Highway, (known as El Camino Real south of Avenida Estacion), will have a one-lane outbound evacuation capacity of 1,000 vehicles per hour south of Doheny Park Road.

North of Doheny Park Road, Pacific Coast Highway is estimated to have a two-lane cpacity of 2,000 vehicles per hour in either I

direction.

Both capacity estimates for Pacific Coast Highway assume high side friction.

(7)

For definition of side friction refer to Table 6, page 24 I

Table 6 EVACUATION ROUTE CAPACITIES CAPACITY (Vehicles Per Hour Outbound 2 Mile 5 Mile 10 Mile Radius &

FACILITY Radius Radius Extended 10 Mile Interstate Northbound 5,400 ^)

5,400 5,400 "}

5 I

Route 5 Southbound 7,200 7,200 7,200 Basilone Road 1,200 1,200 1,200 Old Route 101 1,200 1,200 N.

A.

El Camino Real (S.R.1)

N.

A.

2,000 2,000 Pacific Coast Highway (S. R.1)

N.

A.

N.

A.

1,000/2,000 Avenida Pico N. A.

1,000/2,000 N.

A.

Ortega Highway (S.R.74)

N.

A.

N.

A.

1,200 Camino Capistrano(

N.

A.

N.

A.

2,000 Rancho Viejo Road (

N.

A.

N.

A.

2,400 (a)

At this location, I-5 has 4 Lanes in either direction, however the controlling factor lies within the City of San Clemente, where there are only 3 lanes in either direction.

(b)

This facility, normally operating two-way, is assumed to be one-way outbound for evacuation purposes.

N.A.

Not Applicable.

=

--e-um um um m

Avenida Pico will operate as a two-way facility with an vacuation capacity of 2,000 vehicles per hour, in either direction (west of Avendia Presidio) and 1,000 vehicles per hour in either direction east of Avenida Presidio.

Both estimates assume high side friction.

Camino Capistrano will operate as a one-way facilities with both lanes of the roadway being utilized for evacuation in the northbound direction.

Assuming high side friction, two lanes would provide a capacity of approximately 2,000 vehicles per hour.

Further discussion of one-way operation is presented in Appendix B.

Oretega Ilighway will operate as a two-way roadway with a one-lane capacity of 1,200 vehicles per hour, in either direction.

Rancho Viejo Road will operate as a one-way facility with both lanes of the roadway being utilized for evacuation in the northbound direction.

The two-lane capacity of Rancho Viejo Road is estimated at 2,400 vehicles per hour.

Special consideration has been given to the capacity of Pacific Coast Highway (State Route 1) between Avenida Estacion and Doheny Park Road.

The original roadway section along this segment of State Route 1 includes four lanes, however, during the unusually heavy winter rains of 1979-1980, portions of the unstable bluff north of Avenida Estacion slipped and blocked the roadway.

At the present time two-lanes (one in either direction) are open to traffic.

Repairs are in progress which will even-tually restore the original four-lane section.

A summary of closures of Pacific Coast Highway (State Route 1) during the period from 1978 to 1980, are recorded by by the 0 range County Environmental Management Agency, Maintenance System Management Division, is precented in Appendix C.

Due to the posibility of land slides along this segment of State Route 1, during adverse weather conditions, a con-servative capacity estimate of 1,000 vehicles per hour, re-flecting single lane operation, was used in the evacuation analysis.

M

CHAPTER 5 EVACUATION ROUTING AND EVACUATION TIME ESTIMATES The evacuation route analysis considers various combinations of alternative routes to determine the most effective plan.

The steps presented herein when executed simultaneously, re-quire the shortest evacuation time for completely removing non-essential personnel from each evaluation section.

Due to obvious psychological and physical health concerns which may be expected to be present during a radiological emergency evacuation, the analysis conditions exclude the evacuation alternative which would direct the traffic past SONGS, southbound on Interstate 5.

Figures 4 through 7 depict the evacuation route assignments for the population Analysis Zones developed through this ana-lysis.

Evacuation traffic from each Population Analysis Zones is assigned to evacuation routes as summarized in Appendix D.

Time Elements Included Within Evacuation Time Estimates A typical evacuation sequence for an individual would contain three basic time components: 1) notification for evac-uation and the subsequent response to the notification, 2) the choice of a transportation mode and the utilization of that mode on local streets and highways to reach a main evacuation route, and 3) the final trip time on the main evacuation roadway in-cluding the delays encountered in route.

Travel time estimates developed in this study include only components 2 and 3, as identified above, which is the time required to implement evac-uation upon notification.

This analysis assumes that all persons have been informed to evacuate and have responded.

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Two-Mile Radius Sector Evacuation The evacuation plan for the two -mile sector generally routes the population away from the San Onofre site onto the main evacuation roadways with minimum complexity.

Appendix D-1 identifies the evacuation procedure for the two-mile radius sector.

The complete evacuation of the two-mile radius sector utilizing this plan would take approximately 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 30 minutes for both the 1980 and 1990 conditions.

This evacuation time estimate includes approximately 20 to 30 minutes of walking time required for clearing the beach areas.

It is an. icipated that Zone 5 would take the longest to evacuate, with all vehi-cles from this zone being routed onto Basilone Road then east to merge with traffic from Zones 3 and 6.

Five-Mile Radius, North Sector Evacuation of the five-mile sectors include simultaneous evacuation of the two-mile sector.

Appendix D-2 identifies the evacuation procedures for five-mile, north sector.

2 Zone 14 and 15 would take the lonije s t time to evacuate with a total evacuation time of 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> and 30 minutes for 1980 conditions, and 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> and 30 minutes in 1990.

The controlling factor is not the available capacity of I-5 but the ramp cap-acity to which the two zones have assinged.

As an alternative plan, Zone 14 could be cuacuated via El Camino Real/ Pacific Coast Highway.

Under this plan the overall 1980 evacuation time for the five-mile, north sector, could be reduced to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> and 45 minutes.

It is important to note that although the alternative routing of Zone 14 would expedite the evacuation of the five-mile, north sector it would increase the time to evacute the ten-mile radius, north

sector by approximately 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br />.

This alternative should not be considred if it may be required to evacuate the area beyond the five-mile radius, north sector.

Evacuation of Zone 8 (Base Camps Talega and San Mateo) within Camp Pendleton would require a combination of trans-port by vehicle and walking along San Mateo Road to Basilone Road.

This route would direct the evacuating personnel out of the five-mile radius, north sector, though the five-mile radius, south sector and then beyond the five-mile boundary.

It is estimated that it would take 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 30 minutes to clear Zone 8 f rom the north sector and 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> and 45 minutes beyond the five-mile radius, south sector.

This evacuation time estimate includes simultaneous evacuation of Zones 3, 5,

6, 8,

16 and 17.

Evacuation time estimates for 1990 conditions are the same as for 1980 conditions.

Five-mile Radius, South Sector Evacuation procedures for Zones 16 and 17 (Base Camp San Onofre and Horno) are summarized in Appendix D-3.

Evac-uation of Zones 16 and 17 would require approximately 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 45 minutes.

Assuming that Zone 3, 5,

6, 8,

16 and 17 would be evacuated simultaneously, then the evacuation time would increase to 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> and 45 minutes for both analysis years.

Ten-Mile Radius, North Sector Appendix D-4 presents the evacuation procedures for the Population Analysis Zones within this sector.

The time required for evacuation of the ten-mile, north sector and the corresponding inner sectors is estimated to be 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> and 30 minutes in 1980 and 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> and 35 minutes in 1990.

These estimates are con-servative, however, in that they reflect Pacific Coast Highway _ _ _ _ _ _ _ -

with only one available evacuation lane.

Under average conditions with two evacuation lanes avail-able on Pacific Coast Highway the evacuation time estimates for this sector would be reduced to approximately 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> in 1980 and 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 30 minutes in 1990.

In the event that Pacific Coast Highway is limited to one evacuation lane, there are several alternative routing plans which would expedite the evacuation procedure.

Alternative one, would be to divert Zone 21 and 22 from Pacific Coast Highway to Camino Capistrano and then follow the evacuation procedures for Zone 27 as described in Appendix D-4.

This change would reduce the sector evacuation time to approximately 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 15 minutes for 1980 and 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> in 1990.

Alternative two would be divert Zone 21 and 22 from Pacific Coast Highway and divert a portion of Zone 8 to I-5 via Avenida Pico.

The combined effect of these two measures would reduce the sector evacuation time estimate to 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> and 40 minutes in 1980 and 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 35 minutes in 1990.

Ten-Mile Radius, South Sector Evacuation procedures for Zones 39 and 40 are summarized in Appendix D-5.

Evacuation plans prepared by Camp Pendleton Marine Corps Base estimate that all military personnel could be relocated beyond the ten-mile radius boundary of this sec-tor within six hours.

Considering the number of vehicles available in each Marine camp and the viable alternative of having a substantial portion of the population walk out of the area, it is estimated that full evacuation could be accomp-lished in slightly over 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br />.

Projected year 1990 population --

for Camp Pendleton area is the same as existing population, therefore the evacuation time estimate remains the same.

Evacuation of Areas Beyond Ten-Miles From SONGS Consideration has been given to the possible evacuation of all populated areas within Dana Point and San Juan Capistrano.

Appendix C-5 lists evacuation procedures for the Population Analysis Zones within this area.

Evacuation time estimates reflect the minimum time required for all vehicles to pass beyond the northernmost points of Dana Point and San Juan Capistrano.

Assuming simultaneous evacuation of the northern sector the evacuation time would be approximately 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> and 45 minutes for 1980 condition and 8 hours9.259259e-5 days <br />0.00222 hours <br />1.322751e-5 weeks <br />3.044e-6 months <br /> and 50 minutes for 1990 condition.

As in the analysis of the five-mile, north sector the time controlling factor is the capacity of Pacific Coast Highway.

Under normal conditions where two e'racuation lanes are available on Pacific Coast Highway the evacuation time estimates for the extended ten-mile radius, north sector, would be 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 35 minutes in 1980 and 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> and 40 minutes in 1990.

With the alternative routing plan for Zone 18,21 and 22 discussed in the analysis of the ten-mile radius, north sector, evacuation time estimates for the extended ten-mile sector are 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 45 minutes for 1980 and 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> and 50 minutes for 1990.

Secondary Evacuation Routes Should one of the principal evacuation routes become unavailable or restricted prior to or during evacuation, a - - - -

set of secondary routes, summarized in Table 7,

could be utilized as necessary LL is evident that if I-5 or Pacific Coast Highway were disabled, there would be considerable con -

fusion and congestion during evacuation.

Table 8 summarizes the estimated evacuation times for each sector assuming I-5 or Pacific Coast Highway were completely closed to evacuation traffic.

The worst possible case would be if I-5 were cut off immediately south of Camino De Los Mares Interchange.

Within the ten-mile radius, north sector.

Under this circumstance traffic assigned to I-5 would be diverted to the southwest on major arterials and then out of the ten-mile radius area via Pacific Coast Highway and Camino Capistrano.

Once beyond the disabled section of I-5, traffic would be diverted back

_o the freeway and out of the area.

With this condition evacaation of the ten-mile, north sector sector would take an estimated 16 hours1.851852e-4 days <br />0.00444 hours <br />2.645503e-5 weeks <br />6.088e-6 months <br /> to complete in 1980 and 20 hours2.314815e-4 days <br />0.00556 hours <br />3.306878e-5 weeks <br />7.61e-6 months <br /> in 1990.

Evacuation of Special Facilities During the inventory phase of the study, medical and learning institutions within the study area were identified and reviewed to determine any need for special transportation re-quirements.

Table 7 lists the identified institutions, giving the location and approximate size of each.

Through interviews with representatives from the identified medical institution it was determined that approximately 125 to 135 patients would require ambulance service and between 75 and 100 would require wheelchairs if evacuation were necessary.

Since none of the facilities have ambulances, private ambulance service companies and public emergency service resources would have to be called on. _. _ _.

Table 7 SECONDARY EVACUATION ROUTES SECTOR PRIMARY ROUTE DISABLED SECONDARY ROUTE 2 Mile I-5 Northbound Use Basilone Road.

I-5 Southbound Enter Camp Pendleton at Abandoned Route 101 gate and proceed south on Stuart Mesa Road.

5 Mile I-5 Northbound Use Avenida Del Presidente and El Camino Real north to Pacific Coast High-way and Camino Capistrano.

El Camino Real/ Pacific Use I-5 northbound Coast Highway 10-Mile I-5 Northbound Use Pacific Coast Highway and Camino Capistrano.

Pacific Coast Highway Use I-5 northbound Northbound

Table 8 SECONDARY ROUTE EVACUATION TIME ESTIMATES SECONDARY ROUTE SECTOR EVACUATION ROUTE DISABLED EVACUATION TIME (1980) 2-Mile I-5 Northbound 3 hrs. 30 mins.

1-5 Southbound 2 hrs. 50 mins.

5-Mile 1-5 Northbound 6 hrs. 15 mins.

El Camino Real/

4 hrs. 30 mins.

Pacific Coast Highway 10-Mile I-5 Northbound 16 hrs.

Pacific Coast Highway 8 hrs. 55 mins. -

I TABLE 9 SPECIAL MEDICAL AND LEAR:3ING INSTITUTIONS I

INSTITUTIONS ADDRESS 20NE OCCUPANCY Medical:

I Deverly Manor convalescent 35410 Camino Capistrano C.B.

22 126 Patients *I Hospital I

San Clemente General llospital 654 Camino De Los Mares S.C.

25 116 Patients *I Capistrano by the Sea liospital 33915 Del Obispo D.P.

30 82 Patients

• Petirenent Hones:

Casa Romantica 415 Granada S.C.

18 40 Persons (3 San Clemente Hctel 114 Del Mar Street S.C.

18 48 Persons *I I

I Schools:

San Onof re Ele:rentary School Camp Pendleton 5

627 Students I

Chapel Hill Lutheran Pre-200 Avenida San Pablo 13 70 Students School Ole Hansen Elementary School 199 Avenida La Cues ta S.C.

15 523 Students Our Lady of Fatina School 105 South La Esperanza S.C.

15 266 Students (b)

I Vantage Foundation 141 Avenida Miramar S.C.

18 20 Students Las Palmas Elementary School 1101 Calle Puente S.C.

18 347 Students l

Orange Coast Christian School 107 West Marquita S.C.

18 150 Students (b)

I San Clemente High School 700 Avenida Pico S.C.

20 1,829 Students Shorecliffs Junior High School 240 Via Socorro S.C.

23 667 Students Palisades Elementary School 26462 Via Sacramento C.D.

27 592 Students B

San Clemente Pre-School 163 Avenida Victoria S.C.

28 80 Students Dana Hills High School 33333 Golden Lantern D.P.

30 1,933 Students Richard Henry Dana Elementary 24242 La Cresta Drive D.P.

30 680 Students I

School Capistrano Valley Christian 32032 Del Obispo S.J.C.

34 600 Students Schcol Del Obispo Eler.entary School 25531 Camino Del Avion S.J.C.

34 605 Students Marco F.

Forster Junior 25601 Camino Del Avion S.J.C.

34 817 Students i

High School Capistrano Elementary School 31422 Camino Capistrano S.J.C.

35 354 Students San Juan Elementary School 31642 El Camino Real S.J.C.

35 502 Students Concordia Elementary School 3120 Avenida Del Presidentes 35 693 Students I

S.C.

tb)

Harold J. Ambuehl Elementary 28001 San Juan Creek Rd. S.J.C.

36 630 Students School l

I"I l

Maximum capacity.

, I

'~

If evacuation were necessary, ambulances and buses should be given " contra-flow" privileges on the inbound section of I-5 to expedite the removal of patients.

Based on this assumption,all medical institutions and convalescent homes could be evacuated within the evacuation time estimates given in the previous sections.

If school is in session at the time of a radiological emergency, students should be transported from the area as quickly as possible by bus.

Evacuation routes for schools are the same as those assigned to the Population Analysis Zone in which the individual schools are located.

Conclusions Analysis of the time required to evacuate the resident and transient populations from the designated Emergency Plan-ning Sectors has been presented easier in this chapter.

Eva-cuation time estimates are summarized in Table 10 For the two,five,and ten-mile radial distances from SONGS, the north sector evacuation time estimate is greater than that for the south sector.

Complete evacuation of the study area population would require approximately 6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> and 35 minutes given 1980 condition and 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> and 40 minutes given 1990 conditions.

In the event that I-5 were disabled, 1980 and 1990 evacuation time estimates would be 16 hours1.851852e-4 days <br />0.00444 hours <br />2.645503e-5 weeks <br />6.088e-6 months <br /> and 20 hours2.314815e-4 days <br />0.00556 hours <br />3.306878e-5 weeks <br />7.61e-6 months <br /> respectively. _ _ _ _ _...

TABLE 10

SUMMARY

OF EVACUATION TIME ESTIMATES EVACUATION TIME ESTIMATES EVACUATION SECTOR 1980 CONDITIONS 1990 CONDITIONS I

2-Mile 2 hrs. 30 min.

2 hrs. 30 min.

I 5-Mile-North 4 hrs. 30 min.

5 hrs. 30 min.

South 2 hrs. 45 min.

2 hrs. 45 min.

10-Mile-North 7 hrs. 30 min.

8 hrs. 35 min.

South 5 hrs. 15 min.

5 hrs. 15 min.

I Extended 10-Mile-North 7 hrs. 45 min.

8 hrs. 50 min.

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APPEND!X A POPULAT!ON ANALYS:S ZONES

POPULATION ANALYSIS ZONES Two-Mile Radius Sector (Figure 3a)

Zone 1 - Bluff Area, Parcel 3 San Onofre State Beach Development Plan Zone 2 - Surfers Beach, Parcel 2 of San Onofre State Beach Development Plan Zone 3 - Camp Pendleton Enlisted Mens' Beach Club Area Zone 4 - Trestles Beach, part of parcel 1 of San Onofre State Beach Development Plan Zone 5 - Camp Pendleton family housing development which includes San Onofre School and a shopping center.

- Camp Pendleton mobile home park Zone 6 All other areas in this sector are used primarily for Marine Corps training and maneuvers and for the purposes of this study were considered to be uninhabited.

Five-Mile Radius - North Sector (Figure 3a)

$ Remainder of Parcel 1 north of I-5, San Onofre Zone 7 State Beach General Development Plan

(*)

The two mile radius area consists of a portion of this area.

In the sector evacuation analysis the entire zone will be assumed to be within this sector.

(**)

Zone 7 is presently undeveloped and therefore will only be included in the 1990 evacuation analysis.

-A --

Zone 8 - Base Camp San Mateo and Base Camp Talega located in Camp Pendleton Zone. 9 - San Clemente low density residential area west of I-5 and south of San Clemente State Beach.

Chapel Hill Lutherna Pre-School is located within this zone.

Zone 10 - San Clemente State Beach Zone 11 - San Clemente residential area north of San Clemente State Beach, west of I-5 and south of Avenida Junipero West (exclusive)

Zone 12 - San Clemente residential area east of I-5 and south of San Clemente Municipal Golf Course (inclusive) and south of Avenida Adobe (exclusive).

I Zone 13 - San Clemente residential and commercial areas east of I-5, north of Golf Course including Avenida Adobe.

The northern bundary runs im-mediately north of East Avenida Cordoba, Vista Alcedo cul-de-sac and due east to the County line.

Chapel Hill Lutheran Pre-School is located within this zone.

Zone 14 - San Clemente residential and commercial areas I

west of I-5, north of Avenida Junipero West (inclusive), and south of Avenida Victoria (ex-clusive)

Zone 1S - San Clemente residential areas and Civic Center bounded by I-5 to the west and East Avenida I

(*)

The Five-Mile Radius-North Sector contains a portion of this zone, however, the entire area will be included in this sector.

-A Cordoba to the south.

The northern boundary runs from I-5 immediately north of Ole Hanson Elementary School then south between Avenida La Questa and Calle Miguel.

At the intersection of the two streets the boundary follows Calle Miguel to Avenida Presidio, north to Avenida Salvador, then north-east to the County line.

Contained in this zone is our Lady of Fatima School and Ole Hanson Elementary School.

Five-Mile Radius - South Sector (Figure 3b)

Zone 16 - Base Camp San Onofre located in Camp Pendleton.

Zone 17 - Base Camp Horno located in Camp Pendleton.

Ten-Mile Radius - North Sector (Figure 3a)

Zone 18 - San Clemente residential and commercial areas north of Avenida Victoria (inclusive) south-west of Avenida De la Estrella (exclusive),

Calle Valle, Calle De Los Molinos, and Calle Lago (inclusive ) and North El Camino Real to Avenida Estacion.

This area includes Las Palmas Elementary School, Vantage Foundation Elementary School and retirement homes, Casa Romantica and San Clemente Hotel.

Zone 19 - San Clemente residential, commercial and indust-rial areas west of I-5, south of Avenida Pico and Calle De Los Molinos between Pico and Avenida Navarro.

The southern boundary follows North El Camino Real from Avenida Pico to Calle De Los Molinos then north of Calle Valle through Bonita Park and southward along Avenida De La Estrella.

This area includes San Clemente Post Office.

-A __

Zone 20 - San Clemente residential area northeast of I-5 including all development along Avenida Pico.

The southern boundary runs from I-5 northeast around Hanson Elementary School between Avenida La Questa and Calle Miguel.

At the intersection of La Questa and Miguel the boundary follows Calle Miguel to Avenida Presidio, north to Avenida Salvador, then northeast to the County line.

San Clemente High School lies within this zone.

Zone 21 - San Clemente residential area bounded by I-5 to the east, the Pacific Ocean to the west, and Avenida Pico and Calle De Los Molinos to the south.

The northern boundary lies just south of Camino Capistrano from the coastline Avenida Vaquero then runs south along Via Cascadita to Via Socorro.

At this point it parallels Camino San Clemente and Camino Del Rancho to the I-5 overpass.

Zone 22 - San Clemente residential area bounded by Del Rey (inclusive) to the north, Calle Grande Vista (inclusive) to the east, Avenida Vaquero and Camino Capistrano (both inclusive) to the south, and the Pacific Ocean to the west.

Zone 22 in-cludes Beverly Manor Convalescent Hospital.

Zone ~3 - San Clemente residential area bounded by Estrella Golf Course (inclusive) to the north, Via Cas-cadita (inclusive) to the east, Shorecliff Junior High School (inclusive) to the south and I-5 to the east.

Zone 24 - Capistrano Beach residential area bounded by Camino De Estrella to the north, I-5 to the east,

-A Del Rey and Estrella Golf Course (exclusive) to the south, and the Pacific Ocean to the west.

Zone 25 - San Clemente residential area cast of I-5.

The southern boundary runs from I-5 at the Camino Del Rancho overpass due northeast.

The Northern boundary follows the San Juan Capistrano/ San Clemente Corporate boundary to I-5.

Included within this zone is San Clemente General Hospital.

Zone 26 - San Juan Capistrano and Capistrano Beach residen-tial area east of I-5, south of Foservoir Canyon and north of San Juan Capistrano Corporate bound-ary.

Zone 27 - Capistrano Beach residential area south of Camino Las Ramblas, west of I-5, north of Camino De Estrella and east of the coastline.

Palisades Elementary School lies within this zone.

Zone 28 - Capistrano Beach residential and commercial areas bounded by Pacific Coast Highway /Camino Las Ramblas to the south, San Juan Capistrano Cor-porate Boundary to the north, San Juan Creek to the west and I-5 to the east.

Included within this zone is San Clemente Pre-School.

Zone 29 - Doheny State Beach

(*)

The Ten-Mile Radius - North Sector contains a portion of this zone, however, this sector will include the entire zone.

-A _ _ _ _ _. _ _ _. _ _. _ _ _...

Zone 30 - Dana Point unincorporated area west of Del Obispo Street and Doheny State Beach.

Included in this area are Dana Elementary School, Dana Hills High School, and Capistrano By the Sea Hospital.

Zone 31 - Dana Point unincorporated area east of Del Obispo Street, south of San Juan Capistrano Corporate Boundary, west of San Juan Creek, and north of Pacific Coast Highway.

Zone 32 - San Juan Capistrano residential and commercial areas bounded by San Juan Creek to the west and north, I-5 to the east and the San Juan Capistrano Corporate Boundary to the south.

Zone 33 - San Juan Capistrano residential area east of I-5, north of Reservoir Canyon south of Forster Canyon Road.

Zone 34 - San Juan Capistrano residential and commercial areas west of San Juan Creek /Trabuco Creek, north j

and east of San Juan Capistrano Corporate Boundary, and south of Oso Road.

Del Obispo Elementary j

School, Forster Junior High School and Orange Coast Christian School are all within this zone.

(*)

The Ten-Mile radius - North Sector contains a portion of this zone, however, this sector will include the entire zone.

(**)

This zone is entirely outside the ten-mile radius circle, however, evacuations of this zone will be analyzed as part of an extended ten-mile area which includes the remaining areas of San Juan Capistrano and Dana Point.

-A _ _ _ _ _ -..

Zone 35 $ San Juan Capistrano residential and central commercial areas north of San Juan Creek, west of Trabuco Creek (except north Oso Road where the west boundary assumes the City boundary),

south of the north city boundary, and west of I-5.

This area contains Capistrano Elementary School and San Juan Elementary School.

Zone 36 - San Juan Capistrano (Ortega Valley) residential area east of I-5, south of San Juan Creek, west and north of San Juan Capistrano Corporate Bound-ary and north of Forster Canyon Road (inclusive).

Zone 56 contains Harold J. Ambichl Elementary School.

Zone 37 San Juan Capistrano (Ortega Valley) residential and commercial area north of San Juan Creek, east of I-5 and west of the city limits.

The northern boundary runs from the city limit along the mountain ridge and then due west to I-5.

Zone 38 $ San Juan Capistrano residential area east of I-5 and north of Horno Creek.

The northern boundary assumes the San Juan Capistrano Corporate Bound-ary.

Ten-Mile Radius - South Sector (Figure 3b)

Zone 39 - Base camp Las Pulgas located in Camp Pendleton Zone 40 - Base camp Las Flores located in Camp Pendleton

(*)

The Ten-Mile Radius - North Sector contains a portion of tnis zone, however, this sector will include the entire zone.

(**)

This zone is entirely outside the ten-mile radius circle, however, evacuations of this zone will be analyzed as part of an extended ten-mile area which includes the remaining areas of San Juan Capistrano and Dana Point.

-A _ _...

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TRAFF!C OPERATION RECOMMENDATIONS I

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TRAFFIC OPERATION RECOMMENDATIONS Evacuation time estimates have been based upon the theory that sufficient law enforcement officials would be available to effectively control traffic.II) Actual evacuation time would de-pond heavily upon the amount of preparation that went into de-veloping a traffic operations plan, and the response time required to set up traffic controls.

Most areas requiring control neasures are those which have merging traffic, conflicting traffic movements or require channelization.

Other locations requiring control include major signalized intersections and freeway on and off-ramps beyond the extended ten-mile where non-evacuation traffic will need to be restricted from access to evacuation routes.

In the evacuation route plan, Camino Capistrano, Rancho Viejo Road, and a small section of El Camino Real in south San Clemente from two-way operation to one-way operation.

It is estimated that the transition period would require approximately 30 minutes for El Camino Real and 60 minutes for Camino Capis-trano and Rancho Viejo Road.

The traffic operation recommendations presented in Chapter 4 and Appendix B have been included in the analysis evacuation time estimates.

It is not the intent of this study to present a comprehensive traffic operations plan but to aid in the identi-fication of some potential problem areas and provide recommen-

- dations to emergency planning organizations.

(1)

A summary of available emergency resources and support systems is presented in Table B-1.

The source of this information is the " Evacuation Plan For The Area Surrounding SONGS, June, 1975."

B-1

The traffic operation recommendatio!.

are presented by Sector for the defined study area.

Two-Mile Radius Sector o

Manual traffic control would be beneficial at the intersection of Beach Club Road and Basilone Road and the interface of the trailer park access drive-ways with Basilone Road.

o Other areas which would benefit from manual traffic control are at the access drives of the San Onofre State Beach and Enlisted Men's Club parking lots.

Five-Mile Radius-North Sector o

The overpass Avenida Santa Margarita in San Clemente I

should be blocked.

o All outbound I-5 ramps would require manual traffic control.

I o

Population Analysis Zones 10 and 11 have been directed to exit the area via I-5.

Traffic from these zones would use the Avenida Mendocino overpass to El Camino Real.

Channelization control would be I

required at this point to direct traffic northbound on the southbound lanes of El Camino Real to the I-5 on-ramp.

Population zones cast of El Camino Real in this area have been assigned to the I-5 on-ramp north of Avenida San Juan and should be directed to the north on El Camino Real northbound lanes.

I o

El Camino Real snauld be blocked at the I-5 overpass.

All traffic east of I-5 have been directed to enter I

-B the freeway at this point.

Manual traffic control would be required at Avenida e

Rosa and El Camino Real to direct traffic from Zone 14 to Palizada on-ramp via Avenida De La Estrella.

Avenida Palizada should be blocked directly east e

of El Camino Real.

Five-Mile Radius-South Sector Traffic operation would benefit from manual traffic e

control along Basilone Road through Base Camps San Onofre and Horno in Camp Pendelton.

Ten-Mile Radius North Sector All I-5 on-ramps should have manual traffic control.

o The eastbound lane should be blocked on Avenida Pico, e

immediately east of El Camino Real.

The intersection of Pacific Coast Highway and Doheny e

Park Road will require manual traffic control.

At this point traffic exiting the area on Pacific Coast Highway will be split. Half of the vehicles would be directed onto Doheny Park Road and the other half would be directed to continue on Pacific Coast Highway.

Ten-Mile Radius South Sector Evacuation of Base Camps Las Pulgas and Las Flores would e

be expedited by manual traffic control along Las Pulgas Road and Stuart Mesa Road respectively.

B-3

a Extended Ten-Mile Radius North Sector, e The intersection of Del Obispo Street with Pacific Coast liighway would require manned traffic control.

The northbound lane of Del Obispo Street would be blocked just north of Pacific Coast Ilighway. South-bound traffic on Del Obispo Street would merge with traf fic exiting on Pacific Coast IIighway.

e At the intersection of Pacific Coast liighway and Crown Valley Parkway, traffic should be split with one lane turning right onto Crown Valley Parkway and one lane continuing to the north of Pacific Coast flighway.

e The intersection of Del Abispo Street and Camino Capistrano should be mant ally controlled:

e At the intersection of Camino Capistrano and Junsperro Serra Road in northern San Juan Capistrano, manual control should be provided.

Vehicles should be directed onto Rancho Viejo Road from Camino Capistranc in a manner which would maximize the evacuation flow.

B-4 t

Table B-1 X.

RESOURCES AND SUPPORTING SYSTEMS A.

Orange County 1.

Sheriff's Department a.

Immediate Resnonse DAYS, MONDAY-FRIDAY EVENING, 50NDAY-SUNDAY NIGliT, MONDAY-SUNDAY 4 Cars 4 Cars 3 Cars 4 Deputies 8 Deputics 6 Deputics 1 Bull llorn (Equipment same as Days) 2 liandic Talkies 2 CD V-77 kits b.

2-hour Resnonse In addition to the above the following can be provided on two-hours notice:

DAYS, FONDAY-FRIDAY NIGliTS, h0NDAY-FRIDAY WEEK ENDS 5 !!OLIDAYS (S-5)

(5-S) 9 Unmarked cars 9 Unmarked cars 9 Unmarked cars 15 E-plate cars 15 E-plate cars 15 E-plate cars 35 Officers 3 Sgts.

1 Lt.

4 Radio pack sets 32 Officers 6 Sgts.

2 CD V-777 kits 2 CD V-777 kite 29 Officers 1 Bull 1:orn 1 Bull llorn 1 Deputy 4 Radio pack sets 2 CD V-777 kits 1 Bull llorn B.

San Diego County 1.

Mannower Total number of personnel availabic for assignment 98 a.

b.

Number of trained Radiological Monitors 70 c.

On-Scene physician i

d.

h.M.T. personnel 6

c.

Radef Coordinatien 3

-B '

2.

Material a.

Number of radiological kits available 61_

b.

Vehicles available:

(1) Sedans 79 _

(2) Jeeps 5

(3) Ambulances 3

(4) Buses 60 (5) Trucks (various types) 12 c.

Special Equipment (1) Alpha Counters 2

(2) Emergency dosimeters 100 (3) Private laboratories 2

d.

Fuel (1) Gasoline 1000 gals (immediate) e.

Communications equipment (1) Communications Van 1

(2) Walkie Talkies 3

(3) Bull llorns 1

3.

Supporting Systems - Cal Trans LOCATION EQUIPMENT CARLSBAD ESCONDIDO Pickup, 1/2 T 5

2 Pickup, 3/4 T 5

2 Truck, 1 T 5

2 Truck, 2 T 2

2 Truck, 4 T 2

2 Truck, 6 T 0

1 Truck, 4 CY 2

2 Truck, 6 CY 1

0 Grader 1

2 Loader,1-1/2 CY 1

1 Forklift 0

1 Tractor w/ dozer 0

1 Water Truck, 4000 gal.

1 0

-B,

~

C.

Marine Corps Base, Camp Pendleton 1.

Is prepared to provide men and equipment to carry out the evaluation of the radiological hazarcs aboard the reservation, and to provide this information to the off-site Emergency Operations Center.

I 2.

Is prepared on 2-hours notice to provide the following for off-base evaluation of radiological hazards:

1 34 ANPDR-37J GM instruments 56 Monitors 16 Supervisory personnel 3.

Is prepared to provide other assistance as may be requested and within the capability of the Base.

D.

State Parks and Beaches 1.

Manpower 16 uniformed Peace Officers including rangers and lifeguards in the Pendleton Coast Area.

Four of these individuals are first line super-visors and two are second 1cvel supervisors. The number of on-duty personnel varies considerably throughout the year.

2.

Material a.

Number of radiological kits 6

b.

Vehicles available (Radio and Code 3 equipped)

Sedans 2

4 Ifneel Drive 9

Pick-ups 3

Buses O

c.

Fuel (1) Area Office (San Clemente)

(2) Doheny State Beach I

(3) Mobile, Arco, Enco, Standard Stations d.

Communications Equipment I

Walkie Talkies 12 Bull llorns 1

3.

Sunnorting Systems State Park Maintenance Services (12 personnel)

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E.

Oceanside CHP 1.

Manpower Days PM S Nights 2 Sgts.

1 Sgt.

6 Traffic Officers 8 Traffic Officers 2.

Vehicles Available Patrol cars - 10 3.

Special Equipment None 4

Fuel Gas Station at CHP Office. (CHP only) 5.

Communications CHP Radio Outside PA System 2 Scanner Equipped Cars 6.

Supportive Systems Oceanside P.D.

(Assist in on ramp closure)

F.

Santa Ana CHP 1.

Manpower Days Evenings Nights 15 Officers 20 Officers 8 Officers 2.

Vehicles Days Evening Nights 15 cars 20 cars 4 cars 3.

Special Equipment 1 CD V-777 kit 4.

Communications 2 walkie talkies - all shifts 5.

Supportive Systems By drawing on resources from adjacent areas can provide whatever units and officers required on a 2-hour notice.

-B._

G.

Grance County Transit District 1.

Immediate Response Monday-Friday 7:00 AM - 8:30 PM 125 buses 2.

2-hour Response After hours or weekends 75 buses Canistrano School District 1.

Innediate Response Day 15 buses 2.

2 hour2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> Response After hours 15 buses E

-B n 02me.Jur

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PAC!RC COAST H:GHWAY CLO8URES

PACIFIC COAST HIGHWAY CLOSURES During the course of the study, the Orange County Environmental Management Agency (OCEMA) was contacted regarding historic closures of Pacific Coast Highway between Doheny Park Road in C30istrano Beach and Avenida Estacion in San Clemente.

The attached letter, received from the OCEMA Maintenance Systems Management division, summarizes the recorded closures of Pacific Coast Highway from January 1978 to May 1980.

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ENVIRONMENTAL MANAGEMENT AGENCY DEVELOPME.'IT DIVISION Murray Stori L.

....- :3 400 ClVic CEN TE R DRIVE WES T

"' * "8"0088 Os#< C T08

$ AN TA AN A, C A.

P.O. 80 5 40 44 Samfaama Ca.927C2 C. R. N E L5ON assisvaar peerCron

. f y s; { 7 q'u.,

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oavs'o*=<=r ma Street Name sw 9 - --

gy p' Y h2l.'.f). J ~I,' Y I e

Wilbur Smith f. Associates JUN 181980 5900 h'ilshire, Suite 1260 Los Angeles, California 90036 y;;Lm t.ee,0C.

a.

Attention:

Bob Davis

Dear Mr. Davis:

This is a record of closure of Pacific Coast Highway per your request.

1978 No documentation in either storm log or completed file.

1979 Closed 5-1-79 to 5-2-79 (for Frian Property, Chg. # C30508731).

Nothing in storm log.

1980 Nothing in completed file.

Storm Log: Closed 10-80 one day (Pacific Coast liighway at Bluff) 2-13-80 one night (Pacific Coast Highway at Del Obispo) 2-14-80 to 4-25-80 (P.C.ll. - Camino Capo. to Estacion) 2-14-80 to 4-25-80 (P.C.li. at Doheny)

Very truly yours, YLu) _,

4 F.h. King,Sup/rintendent Maintenance Sfstems Management FDK:nk C-2

n,a a, u. m n,

m EVACUATION PROCEDURES O

EVACUATION PROCEDURES Section D-1 Two-Mile Radius Sector Evacuation Routes I

Zone Evacuation Procedure Walk to parking areas and proceed southbound 1

in vehicles on abandoned Route 101 to I-5.

Continue southbound on I-5 to Oceanside.

Walk to parked vehicles and proceed on old 2

route 101 north to Basiilone Road interchange.

Continue north on I-5 toward Irvine area.

3.

Walk to parked vehicler, proceed northeast on Beach Club Road to Basilone Road and then south to Vandegrift Boulevard.

Turn west on Vandegrift Boulevard and then north on Stuart Mesa Road to Edson Range.

Walk to parked vehicles and proceed to 4

Basilone Road interchange, then onto I-5 northbound towards Irvine area.

Proceed east on Basilone Road, south Vander-L 5

grift Boulevard, west to Stuart Mesa Road, then north to Edson Range "Same procedure as Zone 5" 6

Refer to Figures 3a and 3b and Appendix A for descriptions

(*)

and locations of Population Analysis Zones.

.D Section D-2 Five-Mile Radius-North Sector Evacuation Routes Zone Evacuation Procedure 7

Under the year 1990 assumptions Zone 7 would evacuate to the south on Christianitos Road.

At the I-5 interchange vehicles would enter the freeway and continue north toward Irvine area.

8 Proceed southbound on San Mateo Road to Basilone Road then south on Basilone Road to Vandegrift Boulevard.

Turn west on Vandergrift and then north on Stuart Mesa Road to Edson Range.

9 Proceed to Christianitos/I-5 interchange via Avenida Del Presidente thru northbound on I-5 towards Irvine area.

10 Exit to the north on Avenida Del Presidente to Avenida Mendocino.

Turn to the east over I-5 then north along El Camino Real to the first freeway ramp.

Enter I-5 and drive north-bound towards Irvine area.

11 Proceed to Avenida Mendocino via Avenida Del Presidente.

Turn to the east over I-5, then north onto El Camino Real.

Continue to the first freeway on-ramp and enter I-5 northbound to Irvine area.

(*)

Refer to Figures 3a and 3b and Appendix A for descriptions and locations of Population Analysis Zones.

-D _

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Zone Evacuation Procedure 12 Proceed north along El Camino Real using the northbound lane past Avenida San Juan to the I-5 northbound on ramp immediately south of the El Camino Real underpass. Once on I-5 continue northbound to Irvine area.

13 Proceed north along El Camino Real to the I-5 on-ramp immediately south of the El Camino Real underpass.

Enter I-5 and con -

tinue north towards Irvine area.

14 Proceed north along El Camino Real to Avenida I

Palizada, right under I-5 and left onto I-5 northbound.

Continue northbound to Irvine.

15 Proceed to Avendia Palizada northbound on-ramp.

Enter the freeway and continue north-bound to Irvine area.

I

(*)

Refer to Figures 3a and 3b and Appendix A for descriptions I

and locations of Population Analysis Zones.

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-D SECTION D-3 Five-Mile Radius-South Sector Evacuation Routes B

Zone 16 Proceed southbound on Basilone Road to Vande-grift Boulevard.

Then west to Stuart Mesa Road and north to Edson Range.

17 Proceed southbound on Basilene Road to Vande-grift Boulevard, turn west and continue to Stuart Mesa Road.

Turn to the north and continue to Edson Range.

(*)

Refer to Figures 3a and 3b and Appendix A for Descriptions and locations of Population Analysis Zones.

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-D Section D-4 Ten-Mile Radius-North Sector Evacuation Routes I*}

Zone Evacuation Procedure 18 Proceed northbound on El Camino Real/

Pacific Coast Highway to Camino Los Ramblas.

The right lane will turn onto Camino Los Ramblas, pass over I-5 and turn left onto I-5 northbound.

Vehicles will continue northbound to Irvine.

Back on the Pacific Coast Highway, the northbound left i

lane will continue northbound on Pacific Coast Highway past South Laguna.

19 Exit towards the east on Avenida Pico under I-5 and then left onto I-5 northbound.

Con-tinue on I-5 to Irvine.

20 Proceed westbound on Avenida Pico to I-5 northbound on-ramp.

Enter I-5 and continue I

northbouad towards Irvine.

21 + 22 Exit area onto El Camino Real/ Pacific Coast Highway northbound.

Follow Pacific Coast Highway to Camino Los Ramblas.

The lane will be split with 50 percent of the traffic turning onto Camino Los Ramblas, over I-5, and left onto I-5 northbound.

This traffic will con-(*)

Refer to Figures 3a and 3b and Appendix A for descriptions and locations of Population Analysis Zones.

-D Zone Evacuation Procedure R

tinue northbund to the Irvine area.

Back on the Pacific Coast Highway, 50 percent of the traffic will be directed northbound on Pacific Coast Highway past South I

Laguna.

23 Proceed northbound on Avenida Vaquero to Camino De Los Mares then west to northbound I-5 on-ramp.

Enter I-5 and continue north to Irvine area.

24 Exit on Camino De Estrella to northbound I-5 on-ramp.

Turn left onto I-5 and continue I

north to Irvine.

I 25 Proceed on Camino De Los Mares to I-3 then northbound on I-5 tothe Irvine area.

I 26 Exit area on Camino Los Ramblas to I-5 northbound ramp.

Enter I-5 and continue northbound towards Irvine.

27 Evacuate area via Camino Capistrano to the north.

Continue on Camino Capistrano to I

I-5 on-ramp.

Enter I-5 and proceed north to Irvine.

28 Proceed to the north on Camino Capistrano via Doheny Park Road.

Continue north on Camino Capistrano toward Mission Viejo.

I

(*)

Refer to Figures 3a and 3b and Appendix A for Descriptions and locations of Population Analysis Zones.

3

-D-e-

Zone Evacuation Procedure 29 Exit area on Pacific Coast Highway to points beyond South Laguna.

31 Proceed on Del Obispo north to Camino Capistr-ano.

Continue north on Camino Capistrano towards Mission Viejo.

(*)

Refer to Figures 3a and 3b and Appenidx A for Descriptions and locations of Population Analysis Zones.

m

-D -

e Section D-5 Ten-Mile Radius-South Sector Evacuation Routes Zone Evacuation Procedure 39 Proceed west on Las Pulgas Road to Stuart Mesa Road then south to Edson Range.

40 Proceed south on Stuart Mesa Road to Edson Range.

(*)

Refer to Figures 3a and 3b and Appendix A for descriptions and locations of Population Analysis Zones.

-D __.. _

Section D-6 Extended Ten-Mile Radius-North Sector Evacuation Routes I*}

Zone Evacuation Procedure 30 Exit area to the north via Pacific Coast Highway.

Continue north beyond South Laguna area.

34 Exit area via Del Obispo and Alipaz Street to Camino Capistrano.

Follow Camino Capistr-ano to Mission Viejo.

35 Proceed north on Camino Capistrano to Mission Viejo.

37 Proceed east on Ortega Highway to I-15.

38 Exit area to the north via Rancho Viejo Road.

Continue on Margarette Parkway to Mission Viejo.

(*)

Refer to Figures 3a and 3b and Appendix A for descriptions and locations of Population Analysis Zones.

-D _ _. - -..

I

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Zone Evacuation Procedure 32 Exit area onto Camino Capistrano northbound.

3 Continue northbound on Camino Capistrano to Mission Viejo.

33 Exit area on Valle Road northbound to I-5 on-ramp.

Proceed northbound on I-5 to Irvine area.

I 36 Exit area to Ortega Highway via Nova Avenue.

Follow Ortega Highway eastbound to I-15.

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(*)

Refer to Figures 3a and 3b and Appendix A for descriptions and locations of Population Analysis Zones.

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LETTERS AND COMMENTS I

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LETTERS AND COMMENTS I

8 Upon completion of the first draft report, copies were distributed to local city officials and other emergency ser-vice agencies for review.

Comments from these agencies have I

been addressed by Wilbur Smith and Associates in the final report.

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.susr.ar o um ou 7N GENERAL SERVICES AGENCY SPECI AL SERVICES OFFICE OF EMERGENCY SERVICES DENT TUHN CH. SUFCHVISOH 6 2 5 N OR T H H OSS STH CC T, HOOM U-16 9 b ANT A AN A, C ALIFOHNI A 92701 (7 f 4) 8 34-2323 April 18, 1980 Mr.

D.

F.

Filmer Southern California Edison Company P.O. Box 800 2244 Walnut Grove Ave.

Rosemead, CA 91770

Dear Mr. Pilmer,

In response to your cover letter dated April 4,

1980 regarding the draft Evacuation Route Plan accomplished by Wilbur Smith and Associates, the following comments are provided:

1)

In general, the draft material is pertinent and will be a valuable aid in accomplishing the actual evacuation system.

2)

The plan addresses only the road network in the evacuation process. Plans will be made to utilize other systems as well. For severely incapacitated individuals (usually in unique institutions) the possibility of a limited air evacuation exists, but since the actual numbers are small, acknowledgement of this idea isn't that important. It does seem reasonable to assume that the rail system could be employed, and that substantial numbers of evacuees could be removed from the roads both north and south of the plant.

Assuming cooperation from Amtrac, this possibility could affect total times involved, and peak loading for several of the routes outlined.

3)

Table 1 on page 6 provides 1980 population estimates. In their present form (jurisdiction / facility) little use can be made of the data as related to the evacuation process. Figure 3a out-lines the North Sector Population Analysis Zone. If the actual population figures for each numbered zone were available, it would greatly assist the future planning steps that will be re-quired.

4)

Although it may be implied in Tables 7 - 12, an actual determination of those roads handling one way traffic would be helpful.

w E-2

Mr.

D.

F.

Pilmer April 18, 1980 Page 2 5)

The address indicated for the Chapel 11i11 Luthe ran Pre-School is incorrect. That location (in Zone 9) is actually the Concordia Elementary School. The Lutheran Pre-School is estimated to be in Zone 13 at 200 Avenida San Pablo. This could make a slight difference in the special problems associated with unique institutions.

I want to reiterate our interest in the material as received. It is a very useful planning information guide, and will be invaluable in future planning discussions.

Sincerely, W

c E.

S.

Turner, Manager Emergency Services Division E-3

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1. ' iL % 'C Pi P @ CITY OF

%F SAN CLEMENTE k/F09 April 9,1980 Mr. David F. Pilmer Southern California Edison Company P. O. Box 800 2244 Walnut Grove Avenue Rosemead, California 91770

Dear Dave:

Thank you very much for submitting the Wilbur and Associates Evacuation And Route Plan to the City of San Clemente for evaluation. As we promised, we reviewed the plan and would like to submit the following observations.

1.

On Tables 1 and 2, Page 6, we have a difference of opinion with the reviewers.

The consultant states that the visitor population is not available.

However, our local Chamber of Commerce and our Building and Planning Director both concur in an estimated figure of approximately one million visitors per annum.

This figure is an estimate only.

The California Coastal Commission in correspondence to our Chamber of Commerce has stated that the figure may go as high as 1.5 million per annum.

In view of the fact that on Page 23 the total population assumptiens include visitors, there is a possibility this missing figure may skew the results of the evacuation times.

In view of the high recreational orientation for both San Juan Capistrano, Capistrano Beach and Dana Point, I believe the study to be incomplete until visitor population estimates are entered in the profile.

These figures, I understand, are available from several sources, including the Chambers of Commerce, Visitor and Travel Bureaus and the State Coastal Commission.

On Page 7, where we are looking at 1990 population estimates, the missing visitor population becomes even more significant. I don't believe this report to be complete until this information has been provided.

/

2.

Regarding the existing highway network described on Page 8, I have several coiments.

(a) El Camino Real, which is described at the bottom of Page 8, has been closed because of landslides three to four months out of every year.

In keeping with the theory of worst possible conditions, I do not believe El Camino Real should be considered as a reliable means of evacuation.

100 Avenida Presidio San Clemente, California 92672 (714) 492-5101 E-4

Mr. David F. Pilmer April 9, 1980 Page 9 talks about Avenida Pico and its termination at TRW.

It should be pointed out that where Pico terminates at TRW, the access road is controlled by private property.

There are two problems with this road.

One is the fact that TRW has a security gate and two; at least once in the last couple of years, the road has been destroyed during flooding conditions.

On Page 10, there are several discussions of regional arterials that are planned near the study area.

I think it is important to recognize that there are no majcc arterials planned that will provide a second means of egress from the city for a significant amount of the population.

One item of discussion that has been discussed locally is the proviso of a road through Cristianitos Canyon to the Ortega Highway.

3.

On Page 19 under Travel Time Assumptions, I am concerned that the assumptions do not address the issue of convergence.

My research indicates that in all cases of mass evacuation that the factor of convergence can severely complicate conditions.

In view of the fact that a large percentage of the population of San Clemente has the head of household working out of the community, I believe this factor requires more comprehensive study.

On Page 24, I have serious disagreement with the estimated vehicles numbers that are given for some of the population analys's zones.

For example, PAZ 9,10 and 11 show no increase between the 1980 and 199C vehicles.

Yet, a major housing tract has currently been approved by the City of San Clemente which would add a population of over 1,000 people to PAZ 9.

This tract is called Cypress West and will be constructed on the old Elmore Ranch.

4.

I get the impression from some of the data in the PAZs in the City of San Clemente that the information given to the consultant is inaccurate to a certain degree.

I would request that they make contact with my office so that I can direct them to the specific planner responsible for that data.

5.

On Page 41 under Medical and Learning Institutions, the study does not identify Casa Romantica located at 415 Granada, San Clemente, California, as a facility that would require additional resources for evacuation. These people are quite elderly and the facility does not have vehicles to.effect.evacuati.on.

In accordance with,your information, they would be located;in Zone 18, In addition, we have a four story seniors complex planned for the 100 block of Cabrillo this year.

Another facility we have that is peopled by a large group of semi-ambulatory elderly population with no transportation, is the San Clemente Hotel located on Del Mar Street in PAZ 18 E-5

Mr. David F. Pilmer April 9, 1980 In summary, it is our opinion that there are several errors in this report that have amplification possibilities as they move through the rest of the consultant study. We would respectfully request that the consultant meet with the local officials to discuss these specifics before this report is submitted in its final form.

Sin 6 rely)

PLlih4W g

R. J. Coleman Director of Fire Protection RJC:ec I

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F UNITED STATES MARINE CORPS M ARINE CORPS DASE

%} h BT2/AJP/jlj CAMP PENOLETON. C ALIFO R NI A 92055 IN REPLY REMR 70-6 se,"u g.

3440 5 h!AR 1980

• Wilbur SMITH and Associates 5900 Wilshire Boulevard Suite 800 Los Angeles, California 90036

Dear Sirs:

In reference to your letter of 16 January 1980 the enclosed information is forwarded.

We have included the information requested to develop a "10 mile radius" evacuation plan. However, this Headquarters should be contacted prior to the finalization of any such plan since some evacuation procedures are already in effect at Marine Corps Base, Camp Pendleton.

Point of contact is Major A. J. PESAVENTO, Base Operations and Training, area code (714) 725-5744/5745.

If you desire any further information, please feel free to contact Major PESAVENTO.

A Sincerely, h/yg(-)

f")

P. J. DOOLEY Colonel, U. S. Marine Corps Assistant Chief of Staff, Operations and Training By direction of the Commanding General Copy to:

SCE Encl: (1) Evacuation Information (2) Range Map (3) Evacuation Routes i 's3 V-Y MAR 101980 WILC'

'.SSOC.

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.vacuation Information

]

1979 population for entire area within the 10 mile radius of San Onofre j

Nuclear Generating Plant.

General location of each population area: See attached diagram.

Location Population Daily Visitor San Onofre Recreation Beach 200 See Enl. Beach i

Club San Onofre Housing Area 2906 Not available San Onofre Mobile Home Park 740

-do-Camp San Onofre 3000

-do-1 Camp Talega 307

-do-Camp San Mateo 3197

-do-Camp Horno 3245

-do-Camp Las Pulgas 2886

-do-Camp Las Flores 930

-do-Existing roadway widths and average daily traffic volumes for:

Roadway Width Traf'ic* Volume Las Pulgas Road All Roads are No data approx. 24 Ft.

Cristinaitos Road wide plus 3848 I

Basilone Road shoulders 9943 San Mateo Road 819 Stuart Mesa Road No data Estimated daily utilization of Enlisted Mens Beach Cluo:

Weekends - approximately 300 1

Weekdays - approximatr.ly 75 These figures,however, do not reflect utilization during the summer months which increases significantly.

Projected year 1990 population figures for the entire 10 mile radius study area within Camp Pendleton:

Anticipated to be essentially the same as it is now.

Approximate number of trucks available in the San Mateo Camp and San Onofre Camp areas which would be available for camp evacuation purposes in the event of a nuclear incident:

Camp No. Vehicles Type San Mateo 10 5 Ton Cargo

-do-24 5 Ton Dump Talega 10 2h Ton Dump

• • San Onofre 1

Bus

-do-4 Miller Buses Enclosure (1)

"vacuation Information Horno 96 2h Ton Cargo Las Pulgas 120 2h Ton Cargo Las Flores 24 5 Ton Cargo

• This is average traffic flow for a given 24 hour2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> period which includes two way traffic. The number of cars indicated for Basilone Road may be misleading in that the traffic counter was located not far from the San Onofre Gate.

• • These vehicles are assets of Marine Corps Base and in no way give a true reflectior, of what would actually be available. The Base Motor Transport has a total lift capability for 3,280 persons at one time. The ot' er types of vehicles listed for each camp are 1st Marine Division n

assets and are physically present in the camps. Within our evacuation plan, vehicles would be dispatched to the various camps based on the population to be evacuated and/or to augment existing valicles. This would also include other 1st Marine Division vehicles located elsewhere.

Once an evacuation has been ordered, it is the goal to have all personnel i

relocated within six hours to predetermined locations aboard Marine Corps Base.

nclosure (1)

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