ML20064F017
| ML20064F017 | |
| Person / Time | |
|---|---|
| Site: | Byron  |
| Issue date: | 12/31/1982 |
| From: | COMMONWEALTH EDISON CO. |
| To: | |
| Shared Package | |
| ML20064F006 | List: |
| References | |
| NUDOCS 8301060220 | |
| Download: ML20064F017 (80) | |
Text
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EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BYRON NUCLEAR GENERATING STATION COMMONWEALTH EDISON COMPANY DECEMBER 1982 8301060220 830103 PDR ADOCK 05000454 F
W EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BYRON NOCLEAR GENERATING STATION
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TABLE OF CONTENTS Section Title Page 1
INTRODUCTION.
. 1-1 1.1
SUMMARY
. 1-1 1.2 PURPOSE.
. 1-3 1.3 SCOPE.
. 1-3 2
EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS.
. 2-1 2.1 EVACUATION STUDY AREAS
. 2-1~
2.2 PRIMARY EVACUATION ZONES
. 2-1 2.3 EVACUATION SCENARIOS
. 2-2 3 DEMOGRAPHIC AND VEHICLE DATA
. 3-1 3.1 SUMMER SEASON POPULATION DATA.
. 3-2 3.1.1 Summer Daytime Data
. 3-2 3.1.2 Summer Nighttime Data
. 3-2 3.2 WINTER SEASON POPULATION DATA.
. 3-3 3.2.1 Winter Daytime Data
. 3-3 3.2.2 Winter Nighttime Data
. 3-3 3.3 SPECIAL FACILITIES POPULATION DATA
. 3-3 4
EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS.
. 4-1 4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES
. 4-1 4.1.1 Evacuation Time Estimates Methodology.
. 4-1 4.1.2 Public Response Times and Network Loading Rates
. 4-3 4.1.3 Assumptions Used in Developing the Evacuation Time Estimates.
. 4-4 4.2 SPECIAL FACILITIES TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS
. 4-6 i
TABLE OF CONTENTS (Cont)
Section Title Page 5 EVACUATION ROAD NETWORK DESCRIPTION.
. 5-1 5.1 ROAD NETWORK DEFINITION.
5-1 5.2 ROAD CAPACITIES AND CLASSIFICATIONS.
. 5-1 6 EVACUATION TIME ESTIMATES.
. 6-1 6.1 GENERAL PUBLIC EVACUATION TIMES.
. 6-1 6.2 SPECIAL FACILITIES EVACUATION TIMES.
. 6-2 6.3 EVACUATION CONFIRMATION TIMES
. 6-3 7 CONCLUSIONS AND RECOMMENDATIONS.
. 7-1 REFERENCES.
. R-1 APPENDICES A - NETVAC2 DESCRIPTION B - EVACUATION NETWORK NODE IDENTIFICATION C - NETVAC2 COMPUTER OUTPUT ii
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1 LIST OF TABLES Table Title 1-1 Summary of Evacuation Time Estimates - Summer 1-2 Summary of Evacuation Time Estimates - Winter 2-1 Communities and Facilities by Evacuation Study Area 3-1 Demographic and Vehicle Data by Evacuation Study Area 3-2 Schools Within the Emergency Planning Zone 3-3 Major Employers Within the Emergency Planning Zone 3-4 Camps and Recreation Areas Within the Emergency Planning Zone 3-5 Health Care Facilities, Motels, and County Jail Within the Emergency Planning Zone 4-1 Public Response Time Estimates 6-1 Evacuation Time Estimates - General PUhlic Evacuation Times 6-2 Special Facilities Evacuation Times 6-3 Evacuation Confirmation Times by Primary Evacuation Zone iii
i LIST OF FIGURES i
Figure Title 1-1 Byron Station Plume Exposure Pathway Emergency Planning Zone and Site vicinity 2-1 Evacuation Study Areas 3-1 Permanent Population Distribution by Compass Sector 3-2 Permanent Vehicie Distribution by Compass Sector 3-3 Population DistrObution by Compass Sector - Summer Day 3-4 Vehicle Distribution by Compass Sector - Summer Day 3-5 Population Distribution by Compass Sector - Summer Night 3-6 Vehicle Distribution by Compass Sector - Summer Night 3-7 Population Distribution by Compass Sector - Winter Day 3-8 Vehicle Distribution by Compass Sector - Winter Day 3-9 Population Distribution by Compass Sector - Winter Night 3-10 Vehicle Distribution by Compass Sector - Winter Night 3-11 Special Facilities - Schools 3-12 Transient Population - Major Employers 3-13 Transient Population-Camps, Recreation Areas, and tpecial Facilities 4-1 Public Response Time Estimates 5-1 Byron Nuclear Generating Station Evacuation Road Network iv
SECTION 1
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INTRODUCTION This study presents evacuation time estimates for those portions of l
Illinois within the plume exposure pathway Emergency Planning Zone (EPZ) for the Byron Nuclear Generating Station, hereafter referred to as Byron Station. The Byron Station is located near the Rock River in Rockvale, Illinois (Figure 1-1).
The Byron Station plume exposure pathway EPZ includes portions of Ogle and Winnebago Counties.
Figure 1-1 presents a map of the Eyron Station EPZ.
1.1
SUMMARY
The evacuation time estimates presented in this study have been developed using the NETVAC2 traffic simulation computer model.
Detailed site-specific evacuation road network and vehicle data, and public response time distributions have been used in NETVAC2 to determine evacuation time estimates.
For each of ten primary evacuation zones, evacuation time estimates for the general population within the Byron Station EPZ have been developed for eight combinations of conditions:
summer and winter seasons; daytime and nighttime; normal and adverse weather.
Results of the general population evacuation time estimates, for these eighty scenarios, rounded to the nearest minute, are summarized in Tables 1-1 and 1-2.
Results indicated that summer and winter evacuation time estimates are similar. Tables 1-1 and 1-2 show that for normal weather conditions in summer and winter, the general population evacuation time estimates for the full plume exposure pathway EPZ range from approximately 191 minutes 1-1 l
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during the day to 111 minutes at night.
In adverse weather, these time estimates range from approximately 227 minutes for day to approximately 123 minutes for night scenarios, respectively.
Evacuation time estimates for the general population have also been prepared for various other evacuation scenarios in the 0-2, 0-5, and 0-10 mile evacuation zone:.
Summer and winter normal weather 0-2 mile evacuation time estimates range from 184 minutes during the day to 110 minutes at night.
Adverse weather condition evacuation time estimates for 0-2 miles for the same time periods are 217 minutes during the day and 120 minutes at night. The 0-5 mile estimates are slightly longer for some scenarios, primarily due to the larger number of vehicles in the 0-5 mile zones. Normal weather conditions resu'.t in a range of 184 to 191 minutes for the day to 96 to 110 minutes at night.
The 0-5 mile adverse weather estimates range from 217 to 226 minutes during the day ta 98 to 122 minutes at night.
In normal weather conditions, the evacuation times for the other 0-10 mile primary evacuation zones during the day are about 191 minutes and at night range from 106 to 111 minutes. The adverse weatner condition time estimates range from 226 to 227 minutes for daytime and from 114 to 123 minutes for nighttime.
Special facility evacuation time estimates range from approximately 50 minutes to 60 minutes for normal weather, and from approximate-ly 51 minutes to 68 minutes for adverse weather scenarios. These estimates have been based on winter simulations for the general population, since schools are the most numerous special facilities in the EPZ.
1-2
1.2 PURPOSE This evacuation time estimate study has been developed in support of the State of Illinois Plan for Radiological Accidents (IPRA),
Byron Volume VI, Revision 0, 12-82, and Commonwealth Edison's Generating Stations Emergency Plan Byron Annex.
The primary purpose of this evacuation time estimate study is to analyze the feasibility of evacuation for the Byron Station Emergency Planning Zone.
This evacuation study has been prepared in close coordination with the State of Illinois Emergency Services and Disaster Agency (ESDA) personnel responsible for the preparation of the Byron Volume of IPRA.
It is important to note that while the Byron Volume of IPRA is a detailed emergency operations plan, this study presents representative time frames for the evacuation of various areas around the Byron Station for a range of seasonal, diurnal, and weather conditions. This study has been been favorably reviewed by Ogle County and State of Illinois ESDA officials.
Copies of this study have been provided to these ESDA officials.
1.3 SCOPE This study has been prepared by the Commonwealth Edison Company in compliance with the recommendations of Appendix 4 to NUREG-0654/ FEMA-REP-1, Rev. 1, Evacuation Time Estimates within the Plume Exposure Pathway Emergency Planning Zone,t which is the current regulatory guidance for preparing evacuation time estimates. Section 2 presents the evacuation study areas and evacuation scenarios.
Section 3 discusses the various demographic and vehicle data utilized in this 1-3
study.
Section 4 presents the evacuation time estimate methodology and assumptions.
This includes both the general population and the special facilities methodology. Section 5 is a description of the evacuation road network.
Section 6 presents the evacuation time estimates. The conclusions and recommendations are presented in Section 7.
1-4
TABLE 1-1
SUMMARY
OF EVACUATION TIME ESTIMATES SUMMER Gene ra l Public Evacuation Times (minutes)(3)
Prima ry Evacuation Population (2)
Vehicles Daytime NB httime Zone (1)
Daytime Nichttime Daytime Nichttime No rma l Adverse Normal Adve rse 0-2 mile A,8 10,757, 7,857 4,942 3,512 1814 217 110 120 l
0-5 mile A,B,C 17,129 12,380 7,364 5,050 188 225 110 122 0-5 mile A,0,0 11,189 8,249 5,076 3, 6846 184 217 110 120 4
0-5 mile A,B,E 18,993 12,755 8,053 5,228 191 225 110-120 l
0-5 mile A,B,F 11,409 8,209 5,183 3,633 1884 217 110 120 l
l 0-10 mile A-F C 31,027 22,080 12,528 8,518 191 227 111 123 4
0-10 mile A-F,H 28,134 19,747 11,1456 7,627 191 226 111 123 0-10 mile A-F,1 34,060 22,946 14,332 8,786 191 226 111 122 0-10 mile A-F,J 28,842 20,455 11,709 7,880 191 227 110 122 Full EPZ A-J 42,836 31,122 17,475 11,748 191 227 111 123 l
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NOTES:
(1) See figure 2-1 for evacuation study area locations.
(2) Population is composed of permanent population and appropriate tran.sients and special facilities.
(3) All times have been rounded to nearest minute.
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TABLE 1-2
SUMMARY
OF EVACUATION TIME ESTlMATES WINTER Gene ra l Public Evacuation T imes (minutes t( 3)
Evacuation Zone (1)
Population (2)
Vehicles Daytime Nigh11ime Pr i ma ry Daytime Nichttime Daytime Nichttime No rma l Adverse No rma l Adverse 0-2 mile A,B 4,257 1,457 1,988 588 184 217 96 98 O-5 mile A,B,C 8,975 4,792 3,736 1,766 188 223 105 113 0-5 mile A,B,0 4,649 1,849 2,122 722 184 217 96 98 O-5 mile A,B,E 12,180 6,319 4,892 2,292 191 226 105 112 0-5 mile A,B,F 4,759 1,809 2,184 109 191 217 105 98 0-10 mile A-F,G 23,043 14,356 8,564 5,162 191 226 106 115 0-10 mile A-F,H 19,781 12,223 7,632 4,361 191 226 106 114 0-10 mile A-F,1 24,819 14,932 10,137 5,359 191 226 106 114 0-10 mile A-F,J 20,674 12,831 7,917 4,584 191 226 106 114 Full EPZ A-J 34,941 23,148 13,340 8,291 191 227 106 115 NOTES:
(1) See F igure 2-1 for evacua tion study a rea locations.
(2) Population is composed of permanent population and appropriate transients and special facilities.
(3) All times have been rounded to nearest minute.
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SECTION 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS The study area for potential evacuation is the plume exposure pathway emergency planning zone (EPZ) for the Byron Station.
Since it may not be necessary or desirable to evacuate the entire plume exposure pathway EPZ at once, for the purposes of this study, several evacuation study areas have been defined within the plume exposure pathway EPZ.
2.1 EVACUATION STUDY AREAS The evacuation study areas for the plume exposure pathway EPZ approximate the 0-2 mile, 2-5 mile, and 5-10 mile sectors suggested in NUREG-0654.
These evacuation study areas have been discussed with and favorably reviewed by ESDA officials of Ogle County and the State of Illinois.
Figure 2-1 identifies the ter evacuation study areas. Table 2-1 lists their locations in addition to the communities and facilities contained within each study area.
2.2 PRIMARY EVACUATION ZONES To facilitate preparation of realistic evacuation time estimates, the evacuation study areas have been grouped into ten primary evacuation zones. These evacuation zones have been designated as follows:
0-2 mile, Evacuation Study Areas A and B 0-5 mile, Evacuation Study Areas A,B and C 0-5 mile, Evacuation Study Areas A,B and D 2-1
0-5 mile, Evacuation Study Areas A,B and E 0-5 mile, Evacuation Study Areas A,B and F 0-10 mile, Evacuation Study Areis A through F and G 0-10 mile, Evacuation Study Areas A through F and H 0-10 mile, Evacuation Study Areas A through F and I 0-10 mile, Evacuation Study Areas A through F and J Full EPZ, Evacuation Study Areas A through J.
Evacuation time estimates have been developed for each of these primary evacuation zones for the conditions discussed in the following sections.
2.3 EVACUATION SCENARIOS Evacuation scenarios have been developed to simulate evacuation conditions established by the combination of primary evacuation zones a
with a specified season, time of the day, and weather condition during which an evacuation may be necessary.
There are ten primary evacuation zones, two seasons (summer and winter),
two time considerations (daytime and nighttime),
and two weather conditions (normal and adverse).
Therefore, a total of eighty evacuation scenarios have been considered in this evacuation time estimate study.
The summer season attracts vacationers to the recreational facilities in the area of Byron Station. Therefore, the summer daytime scenarios have inciuded the pe rmanent resident, daytime employee,
- seasonal, and visiting or transient populations. The summer nighttime scenarios have included the permanent resident, nighttime employee, and overnight 2-2
transient populations. The winter daytime scenarios have included the permanent resident, school student, and daytime employee populations.
The winter nighttime scenarios have included the permanent resident population, and nighttime employee populations.
These baseline evacuation scenarios are representative of weekday conditions because they are the most frequent situations.
To address the weekend events, additional simulations of special events have been undertaken (see Section 6).
These special events include the Autumn on Parade, which occurs the first weekend in October and large weekend events at the Byron Dragway and Motosport Speedway.
Section 3 further describes the aforementioned populations. Ncrmal and adverse weather conditions have also been considered.
Adverse weather has been defined as those conditions that reduce road capacity to 70 percent of normal weather capacity, and includes conditions that may impair visibility and/or traction, such as light snow; icing, rain, or fog.
2-3
TABLE 2-1 COMMUNITIES AND FACILITIES BY EVACUATION STUDY AREA Study Evacuation Area County Area Major Communities / Facilities 0-2 Miles Ogle A
Byron Nuclear Generating Station, North Rockvale Twp., Marion Twp.
0-2 Miles Ogle B
Byron Nuclear Generating Station, South Rockvale Twp., Marion Twp.
2-5 Miles Ogle C
Rockvale Twp., Byron Twp.,
Northeast Marion Twp., Byron 2-5 Miles Ogle D
Marion Twp., Pine Rock Twp.
Southeast 2-5 Miles Ogle E
Rockvale Twp., Oregon Twp.,
Southwest Pine Rock Twp., Oregon, Lowden State Park 2-5 Miles Ogle F
Rockvale Twp., Byron Twp.
Northwest 5-10 Miles Ogle G
Byron Twp., Rockford Twp.,
Northeast Winnebago Marion Twp., Scott Twp.,
Winnebago Twp., Seward Twp.,
Davis Junction, Stillman Valley, Westfield Corners 5-10 Miles Ogle H
Scott Twp., Marion Twp., White Southeast Rock Twp., Pine Rock Twp., Holcomb, Davis Junction, Chana, Kings, Paynes Point, Flagg Twp.
5-10 Miles Ogle I
Oregon Twp., Nashua Twp., Pine Southwest Creek Twp., Mt. Morris Twp.,
Rockvale Twp., Mt. Morris, Castle Rock State Park, Daysville, Honey Creek 5-10 Miles Ogle J
Rockvale Twp., Mt. Morris Twp.,
Northwest Winnebago Leaf River Twp., Byron Twp.,
Seward Twp., Lightsville, Leaf River, Myrtle, Egan NOTE:
See Figure 2-1 for Study Area Identification.
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SECTION 3 DEMOGRAPHIC AND VEHICLE DATA Demographic data for this study has been derived from the official 1980 census data.7 Additional information has been provided from field survey work, and Ogle County and State of Illinois Emergency Services and Disaster Agency (ESDA) officials.
Further information has been obtained by Illinois ESDA personnel from local property owners and employers. The vehicle data has been derived from the demographic data and the Ogle County average number of persons per household.
It has been assumed that each household represents one vehicle. The number of registered vehicles in Ogle and Winnebago Counties supports the adequacy of this assumption.
Figures 3-1 throu.gh 3-10 present specific population and vehicle data by compass sector and distance from the Byron Station for various seasonal and diurnal conditions.
This study has identified 21,622 permanent residents within the evacuation study areas.
Figures 3-1 and 3-2 present the permanent (resident) population and vehicle data by compass sector and distance.
The summer daytime period represents the period of greatest population, reaching about 42,800 persons due to the additional count of seasonal transients, employees and appropriate special facilities population.
The summer daytime period also has the greatest number of vehicles due to the increase in transient (non-resident) population.
The summer nighttime population is about 31,100 representing the permanent population, overnight ' transients, and appropriate special facilities population.
The winter daytime population is about 34,900.
Students and employees residing within the EPZ have been counted twice in the 3-1
winter day population, thus resulting in a conservative estimate. The winter nighttime population is essentially representative of the permanent (resident) population and represents the lowest population and fewest vehicles for the evacuation study areas.
Table 3-1 summarizes the population and vehicle data by seasonal period for each of the evacuation study areas. This population data does not include short term events such as the Autumn on Parade and large events at the Byron Dragway and Motosport Speedway.
3.1 SUMMER SEASON POPULATION DATA The summer season extends from Memorial Day weekend through Labor Day weekend.
There is a significant population influx during this season.
3.1.1 Summer Daytime Data Summer daytime population includes summer visitors, campers, and boaters (see Table 3-4), and appropriate special facilities (see Table 3-5),
in addition to the permanent and employee populations.
Figures 3-3 and 3-4 present this data by sector for population and vehicles, respectively.
3.1.2 Summer Nighttime Data l
The seasonal population increase caused by overnight transients (i.e.,
campgrounds, summer camps, and other special facilities),
and the associated vehicles, have been added to the winter nighttime population cnd vehicle distribution to obtain the summer nighttime data shown by sector or. Figures 3-5 and 3-6.
3-2 t
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3.2 WINTER SEASON POPULATION DATA The winter season includes the non-tourist months, when schools are in session.
In this study, this season extends from Labor Day through Memorial Day.
3.2.1 Winter Daytime Data Winter daytime populations include permanent residents, school 7
enrollments (see Table 3-2),
employees (see Table 3-3),
appropriate camps and recreational facilities (see Table 3-4), appropriate special facilities (see Table 3-5),
and the visitors at facilities where significant populations have been known to gather. The winter daytime populations and vehicle data are shown by compass sector on Figures 3-7 and 3-8.
3.2.2 Winter Nighttime Data Winter nighttime populations include permanent residents, employee night-shift populations, and appropriate special facilities (see Table 3-5).
These population estimates.and corresponding vehicle data s
are shown by compass sector on Figures 3-9 and 3-10.
3.3 SPECIAL FACILITIES POPULATION DATA For the purpose of this study, special facilities are thost _astitutions or other population concentrations, which are transportation-dependent er have other special problems such as long mobilization times. These special facilities include schools, major employers, recreation ateas, health care facilities, and the Ogle County jail.
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I Schools are shown on Figure 3-11.
Figures 3-12 and 3-13 identify the locations of transient populations, including major employers and camps 4
and recreation areas. Nursing homes, campgrounds, the Ogle County jail, and other aimilar institutions that have been identified within the EPZ are shown on Figure 3-13.
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TABLE 3-1 DEMOGRAPHIC AND VEHICLE DATA LY EVACUATION STUDY AREA Summer Winter Evicuation Daytime N ahttime Daytime N ghttime Study Area fogulation Vehicles Pooulat on Vehicles Population Vehicles Populet on Vehicles A
7,157 3,183 7,057 3,153 657 229 657 229 0
3,600 1,759 800 359 3,600 1,759 800 359 G
6,372 2,422 4,523 1,538 4,718 1,748 3,335 1,178 D
392 134 392 134 392 134 392 134 E
8,236 3,111 4,898 1,716 7,923 2,904 4,862 1,704 i
F 652 241 352 121 502 196 352 121 G
4,618 1,678 4,018 1,497 5,251 1,594 3,958 1,437 H
1,725 606 1,725 606 1,989 662 1,825 636 I
7,651 3,482 4,924 1,765 7,027 3,167 4.534 1,634 i
J 2,433 859 2,433 859 2.882 947 2,433 859 1 of 1
TABLE 3-2 SCHOOLS WITH10 THE EMEECENCY PLANNING ZONE (1)
FtciIity Di rccticn/
Study No.(2)
Mile A rea Name of School No. of Students /Starff3) 41 WSW/7-8 1
Mt. Morris C.S.
3t43/26 42 WSW/7-8 i
Mt. Morri s J r.
H.S.
189/16 43 WSW/7-8 i
Mt. Ha rri s Sr. H.S.
235/25 44 SSW/5-6 E
Oregun Communi ty H.S.
408/38 45 SSW/5-6 E
Etnyre Middle School 338/28 46 SSW/5-6 E
Jerrerson E.S.
427/26 49 SSW/4-5 E
Oregon Bible College 80 50 SW/4-5 E
Lorado Taf t Field Campus 122 5'1 WNW/6-7 J
Lear River Community School, K-12 413/36 s
52 WSW/7-8 I
Ogle County Educational Coop 40/17 53 NNE/3-4 C
Byron Middle School 231/32 54 NNE/3-4 C
Byron Ma ry Morgan School, K-5 388/43 55a ENE/5-6 C
Highland Crado School & Early Childhood 417/20
$5b ENE/5-6 C
Meridian Jr. H.S.
341/20 55c ENE/5-6 C
Stillman Valley H.S.
462/33 56 NNE/3-4 C
Byron H.S.
316/49 57 SSW/5-6 E
Oregon Annex School Special 76/11 Education Bldg.
58 SSW/5-6 E
Oregon Dayca re Center 68 66 SW/6-7 i
Village of Progress 106 Notes (1) This information provided by State or Illinois, ESDA personnel responsible for the development of IPRA, Byron Volume VI (See Reference 6).
(2) See Figtere 3-11 for school locations.
(3) Numbers represent students plus stirr.
1 or 1
TABLE 3-3 MAJOR EMPLCYERS WITHl.1 THE EMERCENCY PLANNING ZONE (1) (2)
Facility Direction /
Study No.131 Mile A rea Name of Manufacturer No. of Emolovees Day Night 24 NNE/4-5 C
Quality Metal Finishing Co.
204 0
25 NNE/4-5 C
Kysor or Byron 120 0
26 SW/6-7 I
Acme Resin Co.
20 20 27 SSW/5-6 E
Atwood Vacuum Machine Co.
80 0
l 28 SSW/5-6 E
Cook Manufacturing 55 0
29a SSW/5-6 E
E.D. Etnyre & Co.
86 0
29b SSW/5-6 E
E.D. Etnyre & Co.
78 0
30 SW/6-7 1
Martin Marietta Aggregates 53 0
31 SSW/4-5 E
Progressive Graphics 135 0
32 SSW/7-8 I
Woods Brothers, Div. of 440 0
Hesston Corp.
33 WSW/7-8 1-Kable Printing Co.
500 0
34 WSW/7-8 1
kable News 272 0
38 E/O-1 B
Byron Nuclea r Generating 3340 540 Station Notes (1) For the purpose of this study major employers are those with 25 cr more total employees.
(2) This information provided by State or lilinois ESDA personnel responsible for the development of IPRA, Byron Volume VI (See Reference 6).
(3) See Figure 3-12 for employer locations.
1 or 1
TABLE 3-Q CAMPS AND CECQEATION AREAS WITHiQ THE EMERCENCY PLANNING ZONE (1)
Facility Direction /
Study No.f21 Mile A rea Facility Name Periods of" Doeration T ra ns i ent Population DE Night 1
SW/9-10 1
Lake LaDonna Summer / Day 1200 0
3 W/1-2 A
River Road Camping and Marina Summer / Day & Night 1500 1400 4(3)
N/1-2 A
Motosport Park Summer / Day 5000 0
6 SW/8-9 i
White Pines Ranch Summer / Day & Night 170 170 Winter / Day & Night 140 140 7(3)
N/3-4 C
Byron Dragway Summe r/N i ght 500 0
8 NNE/4-5 C
Lake Louise Summer / Day & Night 2188 1188 9
WSW/3-4 E
Stronghold Camp Summer / Day & Night 170 170 Winter / Day & Might 140 140 10 SSW/8-9 i
Castle Rock State Park and Summe r/ Day 212 O
Nature Preserve Winte r/ Day 107 0
11 SW/4-5 E
Lowden Memorial State Park Summe r/ Day 1844 0
e Wi nte r/ Day 865 0
12 SSW/9-10 i
Camp Lowden Boy Scout Camp Summer / Day & Night 150 150 Winter / Day & Night 100 100 13 NNE/6-7 C
Camp McCormick Girl Scout Camp Summer / Day & Night 120 120 Winter / Day & Night 60 60 14 E/6-7 H
Kings Camp Summer / Day & Night 10 10 15 NNW/3-4 F
Byron Sportsmen's Club Yea r-round 150 150 16 SSW/7-8 i
Lutheran Outdoor Ministry Summe r/ Day
'200 100 17 SSE/8-9 H
Rochelle Conservation Club Yea r-round 50 50 18 WSW/8-9 I
Camp Ross Summer / Day & Night 60 60 19 NW/2-3 F
Mt. Morris Boat Club Summer / Day 150 0
20 ENE/3-4 C
Weld Memorial Pa rk Summe r/ Day 25 0
21 SSW/4-5 E
Oregon Country Club Summer / Day 100 0
1 of 2
TA;LE 3-4 (Cant)
Fccility Di rect icn/
Study No.f2)
Mile A rea Facility Name Periods of Operation T rans ient Population Qay Night 22 NE/9-lO G
Fuller Memorial Forest Preserve Summe r/ Day 600 0
23 SSW/5-6 E
Oregon Park District Summer / Day 870 0
70 WSW/9-10 1
Camp Emmaus Summer / Day & Night 60 60 Winter / Day & Night 20 20 Notes:
(1) This information provided by State of lilinois ESDA perscnnel responsible for the development of IPRA, Byron Volume VI (See Reference 6)
(2) See Figure 3-13 for facility locations.
(3) Weekends only 1
2 of 2
i TABLE 3-5 HEALTH CARE FACILITIES, MOTELS AND COUNTY JAll WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction /
Study No.(2)
Mile A rea Facility Name T ra ns ient Population 61 WSW/7-8 i
Mt. Morris Hotel 14 Summer 8 Winter l
l 62 SW/4-5 E
V. l. P. Mote 1 24 Summer j
24 Winter i
63 NNE/4-5 C
The Neighbors Nursing and 139 Care Center 64 SSW/5-6 E
White Pines Manor 65 65 WSW/7-8 i
Pine Crest Manor 159 68 SSW/4-5 E
Ogle County Jail 35 Notes (1) This information provided by State of Illinois ESDA personnel responsible for the development of IPRA, By ron Volume VI (See Reference 6).
(2) See Figure 1-[1 for facility locations.
I of 1
068 N
S70 2001 NNW 44 NNE
$0 110 923 40 7
tes:
78 NW gg Ile 14 9
- SI GS 43 73 67 MI el 02 46
'8I 942 1944
'O' WNW 29 g33 ENE ggg 77 29 43 12 1S 14 7 49 340 90 See 14 33 43 231 i33 43 32 4
227 90 g
21 14 ' 18 33 43
\\
4 29 000 W to 354 298
$4 14 34 7l 29 4 37 I4 l49 25 77 67
$9 62 422 E SIS 34 25 3
7
- 39 39 g
SS I
12 I42 el 19 43 as 995 Illi 23 43 57 32 WSW 770 8
E8E 89S 23 3209 79 64 300 g
$g 1518 47 82 SO 44 142 SS 33 195 277 SW 37 SE 2237 99 59 423 SI 73 y
SSW Se seg 2964 644 S
400 l
l 02W 0SW 0-80 tss 2 S us S.c ui 454 7182 21622 4520 14440 4
NNW NME NW
. NE O O O WNW Q
g (Ng 14 0
W i o
o I e 4
0 WSW 4
o.iuits noiuS FIGURE 3-1 PERMANENT POPULATION DISTRIBUTION BY COMPASS SECTOR
304 N
199 994 NNw NME gg 17 SS 3,
320 28 25 est Nw 21 ng 42 33
~
33 g
410 30 85 24 23 N
38 tl 26 22 as 340 y
350 590 l
wNw 10 54 3, ENE 23 27 10 IS 433 S2 17 138 S
11 IS S2 4g ig I
to 35 21 7
5 3 6 11 10 1
IS 23 t
a 300 W 30 17 7 10 4 19 S
12 2l 8
s 13 l6 l 17 0
12 4
IS S
82*
13 13 2
89 20 50
- 4 2
4 g
IS 9
442 13 354 396 to 16 20 32 wSw 277 24 gSt 3t, Il3e
'3" 28 24 19 18 838 38 37 IS S0 19 12 26 12 gg 22 Sw i3 SE 792 32 28 148 26 IS g,
l SSw to SSg 10 S 2 22S 14 0 02M 0SW 0-to we 2-S m S *0 ut 226 2331 7638 230S 510 7 U
NNW NN(
Nw Ng 0 0 a wNw 0
2 ENE S
0 W
0 0
g l
t 0
i wSw I
2 ISE W
3 i
SW SE S$w g SSE 0 luite a4cluS FIGURE 3-2 PERMANENT VEHICLE DISTRIBUTION BY COMPASS SECTOR 1
1 n
l
4368 720 5572 NWw 44 NME SO 38 7 11 0 1078 80 ft 2461 Nw 78 ug 11 0 373' 64 SS 43 ISS 67 10 7 44 68 32 63 1SS 67 962 SO 3308 i89' WNw 29 IM ENE 77 29 t93 3539 147 49 g3g 33 343 14 43 43 238 4
377 M
23
,4 es 20 54 67 2500 w 84 384 290 54 14 34 7
21 e04 37 14 l 49 2S 77 47 59 62 422 E 2486 36 25 IS 49 191 3
39 6
M 3,
7 12 43 26 142 iggs gg 1825 l125 23 og 57 92 21 4440 2288 20S8 64 4
SS SO 82 21 4 14 2 33 35 1275 N
836 277 Sw 37 SE
$534 303 8'
478 208 59 55w So set S542 444 3
408 02W 0 5 am 0-80 ut 2-S us S 60 us 10494 23920 42034 13426 18 914 N
NWw NME Nw N
0 0 o wNw 0
0 gNg I
0 O
m s
j w I O
io70 g
0 i470 '
wSw 0
0 E8E O
O O
Sw St SSw g $$t 0 imitc na0ius FIGURE 3-3 POPULATION DISTRIBUTION BY COMPASS SECTOR -SUMMER DAY
3054 274 2143 NNW ig NME 17 Se 3,
373 20 25 eso NW 27 NE 8
42 22 E88 '
30 15 146 23 38 87 21 p
30 340 WNW 23 33 27,,,
10 to 757 S2 17 131 3
4g la IS IS 42 i
12S 35 21 10 8'
23 e
e 762 W 30 127 tot IS S
12 2j 6 see 13 6 l 17 8
27 23 Il 22 ISO E 1122 12 " S 8
17 n
SG 16 la lg 3 22 2
88 g
50 572 8
6 IS 379 403 10 14 to 32 203S tot 24 44 692 46 13 y7 26 So is 12 3M E
U y,
y SW IS SE 1804 173 26 168 21 SSW 20 ggg 2624 g
22S 14 0 l
0 2 em 0-9 us 0-# 0 us 2 -5 us S vo us 4850 9888 1747S 5031 7564 N
NNW ggg NW NE O O O WNW 0
0 gng 0 ~
0 W l 0
835 l t 0
835 '
WSW o
SSE 0-l un.c =aciuS FIGURE 3-4 VEHICLE DISTRIBUTION BY COMPASS SECTOR - SUMMER DAY
l
$868 570 4248 NNw 46 NNE 50 167 11 0 928 80 71 1861 Nw II NE 11 8 1 $i 64 85 43 185 67 10 7 41 82 66 962 1666 SO 2308 WNw 29 153 K"c m
77 29 43 1215 14 7 43 348 gg 33 368 14 43 43 231 135 4
277 14 16 61 a
28,,
67 2280 W 86 358 298 54 16 36 7 21 1404 37 18 49 25 77 67 59 82 422 E1004 30
.g 2S 15 j g,
$i 39 3,
11 M SS 6
$8 14 2 41 7
'2 43 26 Ig 1962 38 112 5 11 2 S 28 48 57 92 3668 930 23 N
658 99 68 33 lN
$5 OO 82 214 142 SS 3S 62 395 277 SW 37 SE 91 59 2441 42S 201 59 SSW 56 ggg 3416 3
844 401 0 2 am 0-S MI 0 -iO Ms 2 - 5 Mt S io ul 7S94 15668 3112 2 8074 15454 N
NNW ggg Nw NE O O o wNw 0
0 ENE 0
0 m
W l 0
270. E
'O 270
- wsw 0
O-imE na0ius FIGURE 3-5 POPULATION DISTRIBUTION BY COMPASS SECTOR-SUMMER NIGHT
~
2004 N
19 9 1516 NNW 16 NNE 17 58
\\
3, 320 28 25 659 27 NW gg I3 42 4 10 22 30 IS I46 23 38 21 28 00 340 590 37 752 WNW 10 54 ENE 23 27 30 m
433 33 37 124 35 138 S
'l IS 82 4e 15 1
00 35 21 10 8
37 23 6
732 W 30 12 7 10 6 19 5
12 2
4 42 e
IS 6
1 17 8
27 23 21 22 150 E 422 12 8
,7 14 3 22 13
,3 2
19 20 50 14 2
6 is 9
379 403 10 16 to 32 WSW 277 24 g3g 320 8
1263 43 24 19 269 19 87 29 26 SO 19 12 26 22 12 8 9g SW g3 SE 030 32 21 14 4 to ISS 21 S$w to SSE 1283 225 140 4
0 2 Ise 0 S We 0 -8 0 MI 2 - S We S to us 3420 610 7 11748 2757 SSSI NNW NME NW NE o0 o WNW 0
0 ENE 0
0
/
m s
W i 0
135 l E
\\
'35 O
WSW 0
0 E8E O
O O
SW SE SSW g Sit 0 lMILERA0luS FIGURE 3-6 VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER NIGHT
86e N
720 4383 NNW 46 NNE SO 167 IiO 928 80 78 1861 II NW NE las ilSi 64 SS 43 ISS 67 10 7 88 68 82 0
I' Nw 19 IS3 ENE g,g 77 2,
193 1539 14 7 49 34e 98 33 43 233 817 14 136 43 4
227 99 61 is S
800 W SG 350 290 S4 le 34 7l 21 4 37 I 18 l49 2S 77 67
$9 62 422 g2486 36 20 U
40 gg 84 g
8 SS SS I
12 38 142 3(3e ig 43 26 0
litt se og 57 92 w3w 770 s8 III M
23 3245 48 IOS 2222 gg, 3075 47 OO 88 4 142 SS 35 62 73S 277 SW 37 SE 3 SSI 19 8 89 47S ISI 73 3,
$887 W
401 l
0-2 em 0 9 we 0 40Me 2 -S We S io ut 3994 63999 34948 994S 210 02 N
NNW NME Nw NE O Oo wNW 0-0 ENE 0
0 l
w l o
is70 t
l
- o le WSW 0
o tSc 0oO SW St
$s.
. SSc o iun. noius FIGURE 3-7 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER DAY l
l
304 N
274 isse NNW ig NNE 17 58 3,
32s 28 25 ggg NW II N8 33 53 42 22 410 30 15 86 23 30 21 to 30 428 68 23 747 wNW 10 23 10 4 39 27 10 90 757 52 17 12 4 ss 2 19 5
Il IS 82 4g gg I
1 80 35 2
I 91 17 tt n
23 e
e 30s w 30 127 108 '19 5
12 2l 8 8 13 6
1 17 8
27 23 28 22 ISO E 1822 11 2
12 5
gy 4
16 22 18 g3 33 3
19 20
!654 8
g3 372 40 0 48 le 20 32 7
W4W 277 24 Est 22:0 10t 24 995 44 858 16 18
,7 24 50 19 12 26 12 22 Sw 33 SE 1270 64 21 173 lie 25 SS; 20 SSE 249I 22 5 14 0 0 2 us 0 9 Ms 0 sows 2-S we S *0 Mt 1896 S S 36 13340 3939 7505 N
NNw NME Nw NE wNw 0
0 gNE 0
0 m
s W l 0
435 g
l 83Sj%
O wsw 0
0 Est 0
0 0
Sw St ase /
ser 0 lun.: noius FIGURE 3-8 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER DAY
e see N
S?3 5000 NNW 4g NNE SC 11 0 928 80 71 18 41 MW 78 NE tis 64 3333 SS 43 135 67 N
107 41 82 WNW 29 113 EE g
ggg 77 23 43 1215 e47 d'
y 364 84 33 g33 43 43 2 31 g
4 22 7 98 48 2t I4 to is 33 18 2S Sto W 84 3S4 29 0 54 14 34 7
21 l 4.
37' to 49 2S 77 47 59 62 422 E8088 32 6
34 25 gg 4,
- 11 **
39 39 s
12 14 2 41 19 43 26 942 38 1015 111 9 23 as 57 92 1 18 \\
352.S W W
$30 23 SS
.S.
SS 50 82 184 14 2 SS 35 7S 295 277 62 SW 37 SE 2405 91 59 425 3
401 l
02W 0 S we 0-to us 25m S-*0 us 1t94 8044 2314 seSO 15104 l
N NNW NME l
NW NE I
O O O l
WNW 0
0 ENE l
0 0
W 0
27 0 E
s 0
70 WSW 0
0 ESE O
\\ SSE i
SsW,
1 1
0 iett u0iuS FIGURE 3-9 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT
304
\\
~
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.0, NNW gg NNE 17 58 328 20 25 NW 27 459 ng 33 S3 42 n
410 30 IS 84 23 M
0 26 28 340
'8 gy 392
$90 WNW 10 g3 54 ENE gg 27 to 1S 4 33 S2 3g 13!
S 33
'S 82 g
is I
to 3 6 13 y
S 10 1
17 23 4
8 300 W 30 12 7 10 4 19 S
12 2
4 l 1
13 4
l 17 8
27 23 21 22 15 0 E 422 11 2
12 8
g gy
3 13 13 2
19 19 20 2 g gg g
4 50 14 340 400 10 is to 32 WSW 277 24 ESE g
123S 24 4g 3,
269 III te 17 y
24 50 19 12 26 98 96 22 SW gg SE ets 32 21 see I8 11 8 23 SSW 20 SSE f203 22S g
14 0 0 2 Mt 0 S ut 0-80 m 2-S m S-*0 MI 494 2091 8291 2395
$400 U
NNW NME NW NE WNW 0
0 ENE 0
0 W
0 135 i E 0
139 WSW 0
0 ESE O
O O
SW SE SSW 3 SSE 0 iWii.E a40iuS FIGURE 3-10 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT
l l
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SECTION 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS This section presents the methodology and assumptions used to develop the evacuation time estimates for the general population and special facilities.
4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES The general population, for the purposes of developing evacuation time estimates, has been defined as being composed of the permanent population, transients, and special facilities population appropriate for each of the particular evacuation scenarios. The general population evacuation time estimates are presented in Section 6.1.
The general population evacuation time estimates have been calculated using the NETVAC2 computerized traffic simulation modela which has been developed to simulate the traffic flow over a transportation network during an evacuation. As input for the evacuation time estimates, this model utilizes site specific road network and vehicle data, as well as public notification and mobilization times.
4.1.1 Evacuation Time Estimates Methodology l
The NETVAC2 model has been developed primarily for calculating the
~
svacuation times for areas around nuclear power facilities. This model i
simulates the flow of traffic from entry nodes, where the vehicles enter the road network, to the exit nodes, located outside the EPZ boundary, where the vehicles leave the network.
The model uses the Highway 4-1 1
Capacity Manual 8 equations and revisions contained in the Interim Material on Highway Capacity 4 to calculate the capacity of the road network.
In addition, vehicle speeds on the road network are computed using the inverse linear relationship between speed and density i
presented in the Highway capacity Manual. The NETVAC2 model has been extensively used for other evacuation studies similar to the Byron Study,and the results in those other studies have been favorably reviewed by the appropriate local, State and Federal authorities.
l The NETVAC2 model allows a detailed evacuation road network to be analyzed by utilizing an area specific data base, which includes link (road segment) length, lane width, number of lanes, node (intersection, point of entry, or point of exit) approach width, shoulder width, traffic controls, signal timing, turning lanes, and direction of turns.
This data is used to determine road network capacity and direction of traffic flow. The evacuation road network is discussed in Section 5.
l Additional input data is used by the model to derive vehicle loading enterd.[ai~
rates for each primary evacuation zone.
Vehicles are specific points (nodes) onthenetworkandthe'irloadingrates' var [ed 1
~
[
with time. Therefore, the vehicle loading rate is tailored to match l
. actual population centers and time distributions of the public's
>g, response to notification.
This notification response has been '
approximated by a probability distribution of the public's reaction time.
during an evacuation and is discussed in detail in Section 4.1.2.
In addition, NETVAC2 uses dynamic route choice, which means that vehicle turning movements at individual intersections are changed with traffic
/
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._ _.,. _ [
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s conditions 'to reduce the number of vehicles that have turned onto a congested roadway. Appendix A discusses the NETVAC2 Model in greater detail.
4.1.2 Public Response Times and Network Loading Rates lThe' range and variation of public reaction to evacuation notification
~
have 'been described by a probability distribution of response times.
This ~ ~respo,nse ' time ' distribution has been derived by combining the response time distributions for several smaller components or events of the public _ response to the evacuation notification process. These events have'baen assumed to be the following:
Receive' Warning, the time period from when the prompt public notification system is activated to when the public has t
received the message to evacuate; s
Leive Work, the time period required for employees to leave
' ' ork and travel to their vehicles; w
Tra'hel from Work to Home, the time period required to drive from work to hane r and
~
Evacuate the Home, the time period required to pack belongings
~
and prepare home for absence.
l l
Total mobilization times have been determined by combining these events for each evacuation scenario.
Average public response times for each of the above events sare shown in Table 4-1.
These event times have been favorably reviewed by Oglh County and State of Illinois ESDA officials.
s 4-3
A normal distribution has been assumed for the time spread of these Jr.dividual events. Normal distribution represents the situation in which most persons respond in the average time for a given event and lesser numbers cf, individuals respond earlier and later than the average time.
Therefore,- the cumulative probability distribution of each of these events is an "S" shape. The curves have been derived by using standard mathematical techniques based on NUREG-0654/ FEMA-REP-1 recommendations 1 Figure 4-1 presents the distribution curves used for 4
'this study. Nighttime curves have been derived by combining two events:
Receive Warning and Evacuate Home.
Daytime curves have been derived by combining the Receive Warning,. Leave Work, Travel Home, and Evacuate Home time distributions.
The cumulative distribution of these different events combined has an "S"
shape similar to the curves for the individual events, and represents.the. spectrum of public response times.
These public response time curves have been used to determine the rate and time for vehicle loading. These curves provide information on the percentage of people leaving their homes within specific periods of time. Vehicles were loaded onto the evacuation roadway network using l
the percentage and times outlined in the public response time curves.
4.1.3 Assumptions Used in Developing the Evacuation Time Estimates l
l The following assumptions have been used in this evacuation time estirate study:
l All persons within the plume exposure pathway EPZ when i
l ir.structed to evacuate, will leave.
4-4 i
l
._,m..
People in the outer primary evacuatin zones will not evacuate when an inner primary evacuation zone is the only zone to be evacuated.
The prompt public notification system, which utilizes sirens, will be used.
(Based on.this system, the time to notify essentially 100 percent of the full plume exposure pathway EPZ population has been estimated to be 15 minutes.)
Traffic rules and controls will be obeyed, only the proper travel lane will be used (not shoulders or opposite flow lanes), and all traffic lights will be operating normally.
Appropriate traffic and access control points will be manned.
Evacuation routes will be passable.
No major traffic will be on the road network prior ts the start of an evacuation.
Roadway capacities will be reduced to 70 percent of normal weather capacity during adverse weather.s Private vehicles will be the primary mode of evacuation.
Only one car per household will be used in an evacuation.
(There are 2.8 persons per household, based on people per household in Ogle County.7)
The people without cars will receive rides from either neighbors or designated public service vehicles.
4-5
l l
i One car per employee at major employers and schools will be used in an evacuation.
Boats will moor and the occupants will then evacuate by car with one vehicIe allotted per boat.
One car per campsite at recreational campgrounds will be used for evacutior.
(This assumes 3.3 people per car as this is the Illinois State average number of people per family.sy Adequate transportation will be available for summer camps.
4.2 SPECIAL FACILITIES TIME ESTIMJ.TE METHODOLOGY AND ASSUMPTIONS In addition to an estimate of the time required to evacuate the general population, NUREG 0654 recommends that a separate estimate be made of the time required to evacuate special facilities within the EPZ.
Special facilities, as defined in NUREG 0654, can include health care facilities, nursing
- homes, jails,
- schools, and other facilities requiring special transportation or mobilization considerations during an evacuation.
For this study, special facilities identified as requiring separate estimates included schools, nursing homes, and the Ogle County jail.
These evacuation time estimates for special facilities are presented in Section 6.2.
Special facility evacuation time estimates include mobilization time for obtaining t ansportation, time for loading persons into vehicles, and the travel time out of the EPZ.
Mobilization and loading times for special facilities have been obtained by State of Illinois ESDA pi;sonnel through interviews with facility officials.
Special 4-6 1
J
~
facilities and transient populations have been loaded on the network with an average of 15 minutes to receive warning and an average of 30 minutes to prepare to leave.
The 30-minute average time for preparation to enter the roadway conforms to the estimates provided by school officials through State of Illinois ESDA personnel.
Therefore, i
the response curve for these populations is similar, with respect to time, to the' night scenario shown on Figure 4-1, since that curve is also the combination of a 15-minute and a 30-minute event.
Travel time out of the plume exposure pathway EPZ has been determined using the average vehicle speed calculated by the NETVAC2 model along the appropriate evacuation route.
Data for these calculations has been taken from the general population evacuation simulation for the full EPZ winter daytime scenario for both normal and adverse weather conditions..
The winter simulation has been utilized for these special facility evacuation time estimates since the winter period is _ concurrent with the school year.
The individual mobilization time estimates for each special facility have been combined with the travel time out of the plume exposure pathway EPZ to calculate the total special iacilities evacuation time.
l l
l 4-7
TABLE 4-1 PUBLIC RESPONSE TIME ESTIMATES (1)
Average Time for Event'(minutes) (2)
Receive Warning (3) 15 Leave Work (4) 15 Travel Hom((4)
Normal Weather 30 Abierse Weather (5) 45 Evacuate Home 30 NOTES:
(1) Favorably reviewed by Ogle County and State of Illinois ESDA Officials.
(2) See Figure 4-1 for public response distribution curves.
i (3) An average time of 15 minutes has been utilized with a 0 to 30 minute time distribution.
(4) Daytime evacuation scenarios only.
(5) Based on a reduced adverse weather road capacity factor of 0.7.
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SECTION 5 EVACUATION ROAD NETWORK DESCRIPTION 5.1 ROAD NETWORK DEFINITION The series of roads designated to evacuate the plume exposure pathway EPZ is called the evacuation road network.
The network includes. major arterials and collector roads.
The major intersections have been assigned numbers as nodes in the network.
The road segments between these nodes are called links.
Figure 5-1 illustrates the series of links and nodes that. represent the evacuation road network for the Byron Station EPZ. Appendix B presents the location of each node by identifying the names of the roads that intersect at that node. The evacuation road network exit nodes, which are located outside the Byron Station EPZ, have been numbered in the 800s. This evacuation road network has been derived from official Illinois Department of Transportation maps and has been field verified by road data collection.
The evacuation network has been favorably reviewed by ogle County and State of Illinois ESDA officials.
5.2 ROAD CAPACITIES AND CLASSIFICATIONS The NETVAC2 model used field data, such as road widths and travel l
speeds, to calcu3 ate the capacity of each of the links and nodes in the l
evacuation network. The specific capacities and classifications of each road and intersection in the evacuation network are presented in Appendix C.
The majority of the roads in this study have been l
5-1
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- +-
classified as rural undivided highways, with a few rural divided highways.
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SECTION 6 EVACUATION TIME ESTIMATES 6.1 GENERAL PUBLIC EVACUATION TIMES Evacuation time estimates for the general public, including mobilization and travel times, have been calculated using the NETVAC2 model for the various ennbinations of the ten evacuation study areas that have been discussed in Section 2.
Each of the ten primary evacuation zones has been analyzed for four population combinations associated with summer cnd winter.
day and night times, and normal and adverse weather conditions.
- Thus, a total of eighty evacuation scenarios have been considered in this evacuation time estimate study. Table 6-1 presents the evacuation time estimates for these NETVAC2 calculations for each primary evacuation zone.
The NETVAC2 model results have shown that the summer and winter svacuation time estimates for all primary evacuation zones do not differ significantly.
Under normal weather conditions, evacuation of the full EPZ takes about 191 minutes for the daytime scenario and about 106 to 111 minutes for the nighttime scenario. For adverse weather conditions the evacuation time estimates are about 227 minutes during the day, and about 115 to 123 minutes at night for the full EPZ scenario.
In normal weather conditions, the evacuation times for the other 0-10 mile evacuation zones are about 191 minutes during the daytime and range from 106 to 111 minutes for the nighttime condition. The adverse weather time estimates range from 226 to 227 minutes during the daytime and from 114 to 123 minutes during the night.
6-1 i
The evacuation tire estimates for the four 0-5 mile evacuation zones in normal weather for the daytime range from about 184 minutes to about 191 minutes, and for the nighttime evacuation from 96 to 110 minutes.
The adverse weather condition evacuation time estimates for the four 0-5 mile evacuation zones during the day range from about 217 minutes to 226 minutes, and at night from about 98 to 122 minutes. The evacuation i
time estimates for the 0-2 mile evacuation zone are only a few minutes less than the 0-5 mile results.
Special events evacuation scenarios, such as the Autumn on Parade in Oregon (attendance approximately 25,000 to 30,000) and large weekend events at the Byron Dragway and Motosport Speedway have been analyzed by separate simulations. These special events do not increase the time required to evacuate (191 minutes) the primary evacuation zones even with the larger number of vehicles associated with these special events.
6.2 SPECIAL FACILITIES EVACUATION TIMES As discussed in Section 4.2, the evacuation time estimates for special facilities have been calculated separately from those of the general population.
These results are shown in Table 6-2.
The special facilities evacuation times range from approximately 50 to 60 minutes during normal weather conditions, and from about 51 to about 68 minutes during adverse weather conditions. The largest component of these time i
estimates is the mobilization time, 45 minutes. This indicates that a significant factor in evacuating many special facilities is the time required to ready persons and necessary vehicles, and not the travel time out of the EPZ.
6-2 i
6.3 EVACUATION CONFIRMATION TIMES Evacuation confirmation time, as defined by NUREG 0654, is the time required for emergency service vehicles to traverse the roads within the i
primary evacuation zones to confirm that all persons desiring to evacuate have done so.
The evacuation confirmation times have been estimated by assuming that emergency services vehicles will drive the evacuated areas, road by road, at 6 miles per hour. This speed allows for the effective use of public address systems. This speed is about twice the walking speed of an adult. The number,of emergency service vehicles available for confirmation of evacuation has been discussed with State of Illinois ESDA personnel and 15 vehicles have been assumed.
The time estimates for evacuation confirmation are presented in Table 6-3.
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TABLE 6-1 EVACUATION TIME ESTIMATES GENERAL PUBLIC EVACUATION TIMES (1)
Summer winter Primary Daytime Nichttime Daytime Nichttime Evacuation Zone (2)
Normal Adverse Normal Adverse Normal Adverse No rm_a [ Adve rse 0-? mile A,8 184 217 110 120 164 217 96 98 0-5 mile A,B,C 188 225 110 122 188 223 105 113 0-5 mile A,B,D 184 217 110 120 184 217 96 98 0-5 mile A,B,E 191 225 110 120 191 226 105 112 0-5 mile A,B,F 184 217 110 120 191 217 105 98 0-10 mile A-F,G 191 227 111 123 191 226 106 115 0-10 milo A-F,H 191 226 111 123 191 226 106 114 0-10 mile A-F,1 191 226 111 122 191 226 106 114 0-10 mile A-F,J 191 227 110 122 191 226 106 114 Full EPZ A-J 191 227
-111 123 191 227 106 115 NOTES:
(1) Times have been rounded to nea rest minute.
(2) See Figure 2-1.
1 1
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TABLE 6-2 SPECIAL FACILITIES EVACUATION TIMES Evacuation Time (1)
Normal.
Adverse Facility (2)
Location Weather Weather Oregon Schools SSW/5-6 55 58 Mt. Morris Schools WSW/7-8 50 51 Leaf River Schools WNW/6-7 50 52 Byron Schools NNE/4-5 53 57 Stillman Valley Schools ENE/5-6 51 53 Oregon Bible College SSW/4-5 56 62 Lorado Taft Field Campus SW/3-4 60 68 Ogle County Educational Co-op WSW/7-8 50 51 Oregon Annex School SSW/5-6 54 38 Neighbor's Nursing Home NNE/4-5 54 58 White Pines Manor SSW/5-6 54 58 Pine Crest Manor WSW/7-8 50 51 Ogle County Jail SSW/4-5 56 62 NOTES:
(1) Times have been rounded to the nearest minute.
(2) Figures 3-11 and 3-13 show Special Facilities locations.
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TABLE 6-3 EVACUATION CONFIRMATION TIMES BY PRIMARY EVACUATION ZONE Primary Evacuation Zone (1)
Evacuation Confirmation Time (2) 0-2 mile A, B 17 0-5 mile A, B, C 38 0-5 mile A, B, D 30 0-5 mile A, B, E 38 0-5 mile A, B, F 35 0-10 mile A-F, G 157 0-10 mile A-F, H 161 0-10 mile A-F, I 152 0-10 mile A-F, J 152 Full EPZ A-J 349 NOTE:
(1) See Figure 2-1 for evacuation study area locations which comprise the primary evacuation zones.
(2) Evacuation confirmation times have been rounded to the nearest minute.
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SECTION 7 CONCLUSIONS AND RECOMMENDATIONS Based upon this evacuation time estimate study, it has been concluded that the entire population within the plume exposure pathway EPZ for Byron Station (including the general public and special facilities) could be evacuated in 3 to 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> in most situations.
The longest daytime evacuation time estimate for the full EPZ in normal weather is approximately 191 minutes.
The longest daytime adverse weather evacuation time estimate for the full EPZ is approximately 227 minutes for the full EPZ.
For the eighty baseline, evacuation Scenarios, the NETVAC 2 model results indicate that there has been no queuing (backup) on the evacuation road network during summer or winter, daytime or nighttime evacuations in either normal or adverse weather conditions.
Consequently, the evacuation time estimates are only slightly longer than the total public response times.
For the special event evacuation scenarios, the NETVAC2 model results indicate that there will be queuing in the evacuation road network. The special event evacuation simulation of the Autumn on Parade indicates queuing in Oregon at all intersections in the evacutation road network.
Also, the special event evacuation simulation of large weekend events at the Byron 'Dragway and Motosport Speedway indicates queuing along German j
Church Road south of the town of Byron including the intersection of I
l Route 72, River Road and German Church Road.
l 7-1 l
As discussed in Section 6.1, these special events do not increase the time required to evacuate the primary evacuation zones.
The queuing indicated in the special events simulations could be reduced through the deployment of traffic control personnel.
The results, conclusions, and recommendations of this. study have been provided tv Ogle County and State of Illinois Emergency Services and Disaster Agency officials.
i 7-2 1
REFERENCES 1.
Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants, NUREG C654/ FEMA-REP-1, Rev. 1, U.S.
Nuclear Regulatory Commission and Federal Emergency Management Agency, November 1980.
2.
NETVAC2, A State of the Art Computer Evacuation Simulation Model, User's Manual, HMM Associates, Waltham, MA, 1980.
3.
Highway capacity Manual, Highway Research Board, Special Report 87, Highway Research Board of the Division of Engineering and Industrial
- Research, National Academy of Sciences - National Research Council, Washington, DC, 1965.
4.
Interim Material on Highway Capacity, Transportation Research Board, Circular 212, 1980.
5.
The Environmental Infitence of Rain on Freeway Capacity, Transportation Research Board, Highway Research Record No.
- 321, 1970.
6.
Illinois Plan for Radiological Accidents (IPRA), Byron Volume VI, Revision 0, 12-82.
7.
U.S. Bureau of the census, Census of Population and Housing, Summary Characterictics for Governmental Units, PHC 80-3-15, 1982.
8.
U.S.
Bureau of the Census, Census of Population and Housing, Provisional Estimates of
- Social, Economic, and Housing Characteristics, PHC 80-51-1, March 1982.
i R-1 1
APPENDIX A NETVAC2 DESCRIPTION i
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APPENDIX A NETVAC2 DESCRIPTION 4
This Appendix describes the general structure of the NETVAC2 Model and three of its major features:
the dynamic route selection, the priority treatment of flow at unsignalized intersections, and the capacity calculation.
General Structure NETVAC2 is organized in four basic units (procedures): the main program, the data procedure, the preprocessor, and the simulator.
This section briefly explains the functions of each of these units. The main program controls'the entire execution.
It starts by calling on the data procedure, which reads in the data and execution instructions, then calls in the preprocesser, which performs some preliminary capacity calculations. Next, the main program controls the simulation itself and the reporting of the network conditions at specified intervals including the plotting.
This program also controls the rest of the reports and the length of the simulation by terminating the program once the network is empty (or after a specified time).
The data procedure reads in the network, the parameters and the options to be used in the run. This subroutine uses a special list processing technique to store the network; the link list is stored with both forward and backward pointers.
In other words, all the links pointing into snd out of'any given node can be easily identified at any moment A-2
_0
during the simulation. This list processing technique is one of the keys to the model's computational efficiency.
On request, the data procedure performs a set of checks on the network to ensure connectivity and validity.
It also performs a set of checks on the input data to identify coding errors.
It is expected that these checks would be performed only once for each site studied.
If errors are found, the routine keeps scanning the network until it has been completely checked and the run is then terminated. The data procedure also produces a set of warnings if unlikely (but possible) situations are encountered.
The processor procedure converts the physical description of each link into measures of capacity, speed and density.
For each specified type of link, the preprocessor computes two types of capacity:
which is the capacity along the link section capacity regardless of downstream intersection restrictions; and approach capacity - which is the capacity of the link to handle vehicles approaching the downstream intersection.
Section capacities are associated with highway sections whereas the traffic flow through intersections is controlled by the approach capacity.
NETVAC2 computes both capacities since they serve different purposes. The section capacity serves as an upper bound on the flow that can move along a link, restricting the number of vehicles that will reach the intersection during a simulation interval and the number of A-3
)
-vehicles that can be loaded onto a link from the intersection. The approach capacity, on the other hand, limits the number of cars that can actually move through the intersection.
Vehicles that reach the intersection but cannot move through it are assigned to a queue.
The NETVAC2 simulator incledes two separate procedures, the link pass t
and the node pass.
The link pass handles the flow on the links while the node pass handles the transfer of flow from link to link.
Dynamic Route Selection NETVAC2 does not use a pre-specified set of turning movements at each intersection; instead, the turning movements are determined at each simulation interval as a function of the changing traffic conditions and direction of the links. Drivers approaching an intersection are assumed to make a choice of outbound (away from the intersection) links based on how fast this outbound link can get them to safety. This, in turn, is a function of the direction of the outbound links (away from the nuclear plant or hazard area) and the traffic conditions on the outbound links.
The route selection procedure used in NETVAC2 reflects the two above-mentioned choice criteria thrcugn a user-supplied " preference factor" which is specified for each link and the speeds on each of the outbound links. To facilitate the explanation of the route choice mechanism, let PF3 denote the perference factor for the j-th outbound link at some intersection.
In other words, the relative
'a priori' a
preference of link j is PF3 gPFk where the sum goes over all the links emanating out of the node under consideration (including j). The choice A-4
probability, or the share of drivers choosing an outbound link j out of a given intersection at (simulated) time t, F (t), is determined as a 3
function of the preference factors and the speeds on all the outbound links are:
P (t)
=
3 k k k(t)
I1r where Uj(t) is the speed on link j at time t.
Note that driver behavior during an evacuation is assumed to be myopic in that only information regarding the immediate outbound links at each intersection is assumed P (t)s are to influence route choice decisions. Also note that the 3
computed for each incoming link separately due to turning prohibitions from some links into some other links (a reference to the incoming link was omitted from the notation of the chcice probability for clarity of exposition).
The Priority Treatment Even under evacuation conditions, it can be expected that traffic from certain links approaching an unsignalized intersection would have the right of way over incoming traffic from lower priority approaches.
Since it is not clear that such priority would correspond to the existing intersection controls, the inupt to NETVAC2 includes a user-specified link priority parameter.
This is a binary parameter indicating primary or secondary priority of a link.
A-5 mm
The volume of vehicles being processed (at every intersection and at each simulation interval) and transferred from inbound to outbound links is subject to several constraints which determine the effective capacity of the intersection. During the simulation, traffic coming in from all primary priority links is assigned to the intersection first, subject only to the intersection capacity constraints. Lower priority traffic, on the other hand, is restricted by both the capacity of the intersection and the effect of the higher priority traffic.
The capacity of the secondary priority approaches is a function of the gap acceptance behavior of the minor approach drivers and the headway distribution in the primary approaches' flow. To model the capacity of secondary priority approaches, a capacity allocation problem procedure is utilized. The secondary priority approaches emit traffic only under one of the following conditions:
- first, if there is residual intersection capacity from the primary priority traffic, flow can be emitted into the intersection from the secondary priority road subject to the residual capacity constraint. Second, if the residual capacity is zero, NETVAC2 provides some small capacity for the lower priority approaches to allow for " sneak-in" effects.
Note that the priority treatment applies only to unsignalized intersections and that both types of approaches (primary and secondary priority) are treated identically in the model in all respects except for the added constraint on the flow from secondary priority approaches.
A-6
Capacity calculations The capacity of a transportation facility is the maximum flow that can go through the facility. NETVAC2 determines capacity in two stages:
- first, the preprocessor assigns a section capacity and an approach capacity to each link in the network.
Second, approach capacities are updated throughout the simulation depending on the conditions at certain points in the simulation.
The capacity calculations are based on the Highway Research Board's Highway capacity Manual (HCM). Following this reference, the section capacity is calculated in the preprocessor for links with and without physical separation between opposing directions while the approach capacity is calculated as a function of the physical conditions (width, parking, turning pockets, etc.), environmental conditions (area type, peak hour and load factors), traffic characteristics (traffic mix and percentage of turning movements), and approach type.
Derivations of these calculations are outlined in the users manual for the model.
As mentioned
- before, the approach capacities calculated in the preprecessor are not the actual bounds on the flow. NETVAC2 adjusts the approach capacity continuously in order to reflect the changing vehicular movements resulting from the dynamic route selection. The capacity of the i th approach coming into an intersection at simulation interval t, C;(t) is given by:
C (t)
= C g
A-7
_L_-
where ci is the standard capacity of link i calculated by the preprocessor and AL(t) and AR(t) are the correction factors for left and right turning; movements, respectively. These correction factors are a function of the percent of turning traffic, the approach width, and parking allowance, as suggested by the HCM. These factors do not apply when the turning traffic is using special turning lanes or turning pockets.
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EVACUATION NETWORK NODE IDENTIFICATION
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EVACUATION NETWORK NODE IDENTIFICATION s
Node Location 5
Rte. 64 & Church Rd.
6*
Rte. 64 & Meridian Rd.
7*
Lindenwood Rd. & Meridian Rd.
w - Church Rd. & Lindenwood Rd.
8*
11*
Holcomb Rd. & Church Rd.
~12*
Holcomb Rd. & Meridian Rd.
.[13*
Rte, 72 & Meridian Rd.
14' Rte. 72 & Rothwell Rd.
Rte. 72 (Chicago St.) & Rte. 51 16 Rte 4 72 & Stillman Rd.
'\\
17*
Stillman Rd. & Holcomb Rd. (east of,5t;.llman Rd.)
4 18*
Stillman Rd. & Holcomb Rd. (west of Stillman Rd.)
19*
Holcorb Rd. & German Church Rd.
4 20*
Hill-St.,-Seventh St. & Pine St.
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, F t t,. 64 & German Church Rd.
21*
-r f
22*
R*.o
,L4 &_Chana Rd.
s s - w i
23*
Chana Rd. & B(3ck Rd.
- r 24*
Brick Rd. & Stillman Rd.
28*
~.-w Daysville Rd., Honey Creek Rd. & Lowden Rd.
1 t,
3,,
I y
29 *..
Rte. 64 & Daysville Rd.
v
^
i 30 P*e. 64 4 River Rd."
i l
- g.
Q.-
w%
I 31 Rte. J4*'(Washingtoh St.) & Third St.
1
,x 3.
32*
Third St. 1 Gales 0s.
l
. N
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t x
g Q
l B-2 L'
+
- g
's l*
?
r I*
e
l APPENDIX B (Cont)
Node Locatior.
33*
Gale St. & Rte. 2 (Fourth St.)
i 34 Rte. 2 (Fourth St.) & Rte. 64 (Washington St.)
35*
Rte. 64 & Monroe St.
36*
Rte. 64 & Ridge Rd.
37*
Ridge Rd. & Oregon Trail 38*
Pines Rd. & Ridge Rd. (east of Ridge Rd.)
39*
Pines Rd. & Ridge Rd. (west of Ridge Rd.)
41*
Brayton Rd. & S. McKendrie Ave.
42 N. Me't.endrie Ave. & Rte. 64 (E. Hitt St.)
43*
Rte. 64 (E. Hitt St.) & Ogle Ave.
44*
Mt. Morris Rd. & West Grove Rd.
45*
West Grove Rd. & Leaf River Rd.
46*
Rte. 2 & Mud Creek Rd.
47*
Rte, 72 & Mt. Morris Rd.
49*
Rte. 72 & Main St.
50*
Rte. 72 & Pecatonica Rd.
51*
Rte. 2 & Rte. 72 52*
Rte. 2 (Main St.) & Tower Rd.
53*
Second St. & Tower Rd.
54 Union St. & Rte. 2 (Main St.)
55*
Second St. & Union St.
56*
Tower Rd. & Mill Rd. (east of Tower Rd.)
57*
Tower Rd. & Mill Rd.
B-3
APPENDIX B (Cont)
Node Location 58*
Montague Rd. & Tower Rd.
59*
Pecatonica Rd. & Montague Rd.
62*
Rte,2, German church Rd. & River Rd.
63*
Rte. 72 & Kishwaukee Rd.
64*
Rte. 2 & Kennedy Hill Rd.
65*
Kennedy Hill Rd. & McGregor Rd.
66*
McGregor Rd. & Meridian Rd.
57*
Rte. 2 & Meridian Rd.
68*
Meridian Rd. & Kishwaukee Rd.
69*
Stillman Valley Rd. & Meridian Rd.
i 74 Montague Rd, & Osborne Rd.
75*
Westfield Rd., Kennedy Hill Rd. & Montague Rd.
86*
Stillman Valley Rd. & Rothwell Rd.
88 Rte. 64, 1 block north of Monroe St.
89 Rte. 2 (Fourth St.) & Ford St.
90*
Jackson St., between Rte. 2 & Rte. 64 91*
Rte. 2 & Camling Rd.
92*
Rte. 72 & Junction Rd.
93*
Rte. 2 & Castle Rd.
94*
Rte. 64 (W. Hitt St.) & 5. Reynolds Ave.
103*
Rte. 64 & White Rock Rd.
104 Lindenwood Rd. & Stillman Valley Rd.
105*
Brick Rd. & German Church Rd.
B-4
t APPENDIX L (Cont)
Node Location I
106*
Honey C.eek Rd. & Chana Rd.
107*
Daysville Rd. (Daysville North City Limits) 108*
River Rd. & Park Rd.
109*
River Rd. & Spring Creek Rd.
110*
River Rd. & Devil's Lane 111*
River Rd. & Razorville Rd.
112*
River Rd. & Byron Dragway Entrance 113*
Ash Rd. & German Church Rd.
114*
German Church Rd. & N. Site Access Rd.
115*
German Church Rd. & S. Site Access Rd.
116*
Rte. 72 & Bradley St.
117*
Stillman Rd. & Valley Dr.
118*
Rte. 72 & Armour Rd.
120*
Holcomb Rd. & Junction Rd.
121 Rothwell Rd. & Edson Rd.
122 Tower Rd. & Byron High School Entrance 124*
Mt. Morris Rd. & Midtown Rd.
125 West Grove Rd. & Adeline Rd.
129*
Kendall Rd. & Montague Rd.
801**
Rte. 51, north of Utility Rd.
802**
Rte. 72, west of Blackwood Rd.
803**
Rte. 51 & Big Mound Rd.
804**
Rte. 51 & Holcomb Rd.
B-5
l l
APPENDIX B (Cont)
Node Location c=
8C,*
- Rte. 51 & Lindenwood Rd.
806**
Rte. 64 & First St.
807**
Chana Rd. & Flagg Rd.
"3**
Flagg Rd. & Daysville Rd.
809**
Hay Rd. & Lowden Rd.
810**
Rte. 2, north of Nashua Township line 811**
Ridge Pd. & Henry Rd.
812**
Pines Rd. & Columbian Rd.
813**
Canada Rd. & Lowell Park 814**
Rte. 64, east of Maple Grove Rd.
815**
West Grove Rd., east of Cedar Rd.
816**
Rte. 72, east of Adeline Rd.
817**
Egan Rd. & Leaf River Rd.
818**
Spielman Rd. & Montague Rd.
819**
Pecatonica Rd., south of Murphy Rd.
820**
Osborne Rd., south of Edwardsville Rd.
821**
Westfield Rd., south of Edwardsville Rd.
822**
Severson Rd. & Montague Rd.
823**
Meridian Rd., south of Tipple Rd.
824**
Rte. 2 & Prairie Rd.
825**
Kishwaukee Rd. & Stillman Valley Rd.
Utilized as a vehicle entry node.
- Utilized as a vehicle exit node located outside the EPZ.
B-6 w_
r APPE!! DIX C NETVAC2 COMPUTER OUTPUT
)
f C-1
l l
l APPENDIX C KEY TO NETVAC2 COMPUTER PRINTOUT Link identification number LINK
=
Upstream node number (A-node) for associated link FRM
=
Downstream node number (B node) for associated link TO
=
Link length in feet (A-node to B-node)
LEN
=
Approach width in feet AW
=
Link lane width in feet LW
=
Lateral clearance or shoulder width in feet = Distance SW
=
from edge of travel-way to obstructions along link midblock Number of lanes in direction of travel L
=
Priority of c.ovement along link, in reference to movement PR
=
along intersecting links.
Dominant or major link approaches are classified as Priority 1.
Secondary (i.e., those link approaches controlled by stop signs, yield signs, etc.) approaches are generally classified as Priority 2.
Lane type, classified as follows.
LT
=
1 - One-way, no parking 2 - One-way, parking on one side 3 - One-way, parking on both sides 4 - Two way, no parking 5 - Two-way, with parking 6 - Rural divided highway, no parking 7 - Rural undivided highway, ne parking 8 - Freeways and expreesways Area type, classified as follows:
AT
=
1 - Central business district 2 - Fringe 3 - Outer business district 4 - Residentiel T - Parking along link permitted PK
=
F - Parking along link prohibited Free-ficw or average speed over link in miles per hour SPD
=
JAM
= Jam Density or relative measure of link's carrying capacity in vehicles per aile C-2 1
l l
APPENDIX C (Cont)
= User preference or movement along each outbound link in terms of percentage.
Preferences are initially assigned based upon free-flow conditions.
Actual route assignments are calculated by the program, considering the assigned preferences as well as speed, density and capacity relationships.
Link capacity per lane FCAP
=
STR SPLT CAP Identifies node destination of straight movement from
=
d',wnstream node, and associated percent green signal time (split) and intersection capacity.
RGT SPLT CAP Identifies node destination of right-turn mo : ment from
=
downstream node, and associated percent green signal time and special turning lane capacity, if applicable.
LFT SPLT CAP Identifier, node destination of left-turn movement frem
=
downstream node, and associated percent green signal time and special turning lane capacity, if applicable.
DIAG SPLT CAP Identifies nod? destination of diagonal movement from
=
downstream node, and associated percent green signal time and capacity.
1 h
C-3 1,
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