ML20077N013
| ML20077N013 | |
| Person / Time | |
|---|---|
| Site: | Braidwood  |
| Issue date: | 09/30/1994 |
| From: | COMMONWEALTH EDISON CO. |
| To: | |
| Shared Package | |
| ML20077N010 | List: |
| References | |
| NUDOCS 9501130266 | |
| Download: ML20077N013 (112) | |
Text
D REV.2 O
9 EVACUATION TIME ESTIMATES s
WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNINC EONE J
FOR THE BRAIDWOOD NUCLEAR GENERATING STATION 3
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O COMMONWEALTH EDISON COMPAF<
0 SEPTEMBER 1994 O
O 95011so266 95o110 6 ADOCK 0500 gDR
O BRAIDWOOD STATION ETE REV. 2. 09/94 g EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION 4 TABLE OF CONTENTS Section Title hge O
1 INTRODUCTION... 1-1 1.1 PURPOSE.- 1-1 1.2
SUMMARY
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a 1.3 SCOPE.. .. . . .. 1-6 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS.. .. 2-1 2.1 EVACUATION SUB-AREAS.. . 2-1 n 2.2 PRIMARY EVACU ATION ZONES.... ........ .... ...... .. .. .... . 2-2 J
2.3 EVACUATION SCENARIOS.. . . . . . .. -. 2-4 2.3.1 Seasonal and Diurnal Parameters... . . .. .. ... 2-4 2.3.2 Weather Parameters - . . . . . . . . . 2-5 0
3 DEMOGRAPHIC AND VEHICLE DATA - . . . . . . 3-1 3.1 SUMMER SEASON POPULATION DATA..- . . 3-4 3.1.1 Summer Daytime Data.- . . . . . . . . 3-4 g 3.1.2 Summer Nighttime Data.. . .. - . . . . . . . . . . . . . . 34 3.2 WINTER SEASON POPULATION DATA. 3-5 3.2.1 Winter Daytime Data.. . . . . . . . . . . . . . 3-5 3.2.2 Winter Nighttime Data-- . . 3-5 m 3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA.. 3-6 U
3.4 SPECIAL EVENTS POPULATIONS-- . 3-7 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS 4-1
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4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES.. .. .. 4-1 4.1.1 Evacuation Time Estimates Methodobgy-- 42 ii
BRAIDWOOD STATION ETE REV. 2. 09/94 g TABLE OF CONTENTS (Cont.)
Section Illig DEC 4.1.2 Public Response Times and Network Loadin2 Rates ... . . , . . . . . . . . .. . .. 4-4 4.13 Assumptions Used in Developing the Evacuation Time Estimates . . . . . . . . . . . . . . . .. .. 4-7 4.2 SPECIAL FACILITIES EVACUATION TlhE ESTIMATE o
METliODOLOGY AND ASSUMPTIONS.. .. . . . 4-10 4.3 SPECIAL EVENT EVACUATION TIME ESTIMATES METIlODOLOGY AND ASSUMIrTIOF% . 11 5 EVACUATION ROAD NETWORK DESCRIPTION.. . . .. .. . .. . .. 5-1 5.1 ROAD NETWORK DEFINITION -- - . . 5-1 5.2 ROAD CAPACITIES AND CLASSIFICATIONS.. . 5-2 6 EVACUATION TIME ESTIMATES;; . . 6-1 6.1 GENERAL PUBLIC EVACUATION TIMES.. . .. . . . . . . . . . . . . . 6-1 6.2 "'ECIAL FACILITIES EVACUATION TihES - ..,. ...... 6-3 6.3 SPECIAL EVENTS EVACUATION TIMES-- . ........ ..... ... . 6-5 m
V 6.4 EVACUATION CONFIRMATION TIMES.. . . .. ... . . .. .. .. .. .. 6-6 7 CONCLUSIONS AND RECOMMENDATIONS 7-1
7.1 CONCLUSION
S.. ... .. ... .. . . 7- 1 O 7.2 RECOMMENDATIONS - --
.. ... .. . . . . 7 3 REFERENCES;- .. ... .... . .. R 1 O ArrENDiCES A -IDYNEV DESCRIPTION B - EVACUATION NETWORK NODE IDENTIFICATION C - IDYNEV COMPUTER OUTPUT o
O D - SECTOR EVACUATION TIhE ESTIMATES iii O
BRAIDWOOD STATION ETE REV. 2, 09/94 LIST OF TABLES Inhlc Iille 1-1 Evacuation Time Estimates - General Public Evacuation Times
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2-1 Local Communities by Evacuation Sub-Area 3-1 Demograp"' and Vehicle Data Dy Evacuation Sub-Area g 3-2 Recreational Areas Within the Emergency Planning Zone 3-3 Major Employers Within the Emergency Planning Zone 3-4 Schools Within the Emergency Planning Zone n
3-5 Health Care and Miscellaneous Facihties Within the Emergency Planning Zone
['o 4-1 Public Response Time Estimates 6-1 Summary of Evacuation Time Estimates - Summer 6-2 Summary of Evacuation Time Estimates - Winter 6-3 Special Facility Evacuation Times
$ 6-4 Evacuatir' Confirmation Times by Primary Evacuation Zone O
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I BRAIDWOOD STATION ETE '
REV. 2, 09/94 l
i O LIST OF FIGURES j l
Eigum Iills ,
1-1 Braidwood Station Site Vicinity l 3.- I 2-1 Evacuation Sub-Areas !
i 3-1 Permanent Population Distribution by Compass Sector !
O , 3-2 Permanent Vehicle Distribution by Compass Sector 3-3 Population Distribution by Compass Sector - Summer Day f 3-4 Vehicle Distribution by Compass Sector - Summer Day O ;
35 Population Distribution by Compass Sector - Summer Night j I
3-6 Vehicle Distribution by Compass Sector - Summer Night g 3-7 Population Distribution by Compass Sector - Winter Day ,
i 3-8 Vehicle Distribution by Compass Sector - Winter Day .
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3-9 Population Distribution by Compass Sector - Winter Night ;
I 3-10 Vehicle Distribution by Compass Sector - Winter Night 3-11 Special Facilities - Schools ,
3-12 Major Employers 3-13 Recreational Areas, Health Care, and Miscellaneous Facilities [
4-1 Public Response Time Estimates 1 0- 5-1 Braidwood Nuclear Generating Station Evacuation Road Network 7-1 Locations of Potential Queuing l i
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BRAIDWOOD STATION ETE REV. 2, 09/94 3
SECTION 1 J
INTRODUCTION This study presents evacuation time estimates for those portions ofIllinois within the Plume Exposure Pathway Emergency Planning Zone (EPZ) for the Braidwood Nuclear Generating Station, hereafter referred to as Braidwood Station. The Braidwood Station is located near and directly south of Braidwood, Illinois. The Braidwood Station EPZ 3 includes portions of Will, Grundy, and Kankakee Counties. Figure 1-1 presents a map of the Braidwood Station site vicinity.
g 1.1 PURPOSE This evacuation time estimate study has been developed by the Commonwealth Edison Company (CECO) to support the State ofIllinois Plan for Radiological Accidents b (IPRA), Braidwood Volume VII, Revision 01-94, and Commonwealth Edison's Generating Stations' Emergency Plan (GSEP), Braidwood GSEP Annex. The primary purpose of this evacuation time estimate study is to assess the relative feasibility of g evacuation for the Braidwood Station EPZ.
The study identifies the approximate time frame associated with evacuation based on a detailed consideration of the EPZ's roadway network and population distribution. It is 9 important to note that this study presents representative time frames for a range of seasonal, diurnal (" time of day"), and weather conditions for the evacuation of various areas around the Braidwood Station once a decision has been made to evacuate.
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BRAIDWOOD STATION ETE REV. 2, 09/94
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The Braidwood Volume of IPRA is the detailed emergency operations plan for the Braidwood Station EPZ. Braidwood IPRA Standard Operating Procedures (SOP) 7-SOP-8,7-SOP-9, and 7-SOP-10 provide the specific instructions for the implementation of evacuation as a protective response action.
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1.2
SUMMARY
The evacuadon time estimates presented in this study were developed using the
, Interactive Dynamic Evacuation (IDYNEV) model(2). IDYNEV is the FEMA /NRC
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reference model used in evaluating evacuation scenarios for natural and technological hazards. IDYNEV employs detailed site specific evacuation road network characteristics, population and vehicle data, and public response time distribution
, assumptions in the determination of evacuation times.
o IDYNEV was used in the evaluation of evacuation times for the general population within the Braidwood Station EPZ for each of eleven primary evacuation zones.
,, Evacuation time estimates were developed for eight combinations of conditions including: Summer and winter seasons; daytime and nighttime; and normal and adverse weather variables. Results of the general population evacuation time estimates for a total of eighty-eight scenarios, rounded to the nearest five minutes, are summarized in Table
, 1-1. Corresponding evacuation time estimates for downwind (keyhole) sectors are also presented in Appendix D.
The results of the computer analyses indicate that summer and winter evacuation time estimates are similar. Table 1-1 shows that for oormal weather conditions in summer and 9 winter, the general population evacuation time estimates for the full EPZ range from 185 minutes during the day to 125 minutes at night. In adverse weather, these time estimates range from 215 minutes during the day to 140 minutes for night time scenarios. ;
., l Evacuation time estimates for the general population were also prepared for various other ;
evacuation scenarios in the 0-2,0-5, and 0-10 mile evacuation zones. Summer and I l
winter normal weather 0-2 mile evacuar:on time estimates range from 175 minutes during the day to 100 minutes at night. Adverse weather condition evacuation time estimates for 0-2 miles for the sa.ne time periods are 205 minutes during the day and 105 ;
minutes at night.
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D BRAIDWOOD STATION ETE REV. 2, 09/94 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 result in a range of 175 to 180 minutes for the day to 100 to 115 minutes at night. The 0-5 mile adverse weather esdmates range from 205 to 210 minutes during the day to 105 to 120 minutes at night.
In normal weather conditions, the evacuation times for the 0-10 mile primary evacuation zones range from 180 to 185 minutes during the day to 115 to 125 minutes at night. The adverse weather condition time estimates range from 210 to 215 minutes for daytime to 120 to 140 minutes for nighttime scenarios.
q In addition to an estimate of the time required to evacuate the general population, NUREG-0654, Appendix 4 requires that separate estimates be made of the times required to evacuate special facilities within the EPZ. Accordingly, schools, nursing homes, and senior citizen centers within the EPZ were analyzed in this study.
The special facility evacuation time estimates demonstrate that these facilities can be evacuated within the same time frame as that for the general population. These estimates were based on winter simulations for the general population, since schools are the most numerous special facilities in the EPZ. Results of the special facility evacuation time estimates are summarized in Section 6.2.
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D BRAIDWOOD STATION ETE REV. 2. 09/94 9 .
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In addition to evaluating special facility evacuation time estimates, a Special Event
] simulation was also undertaken. The results of this Special Event simulation is dis-cussed in Section 6-3. It is important to note that, due to excess roadway capacity in relation to vehicle demand, this evacuation time estimate is relatively insensitive to changes in population. For example, an increase to the identified peak visitation levels ;
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of b: tween 150 and 1,500 percent of the summer daytime recreational area populations l
resulted in an increase ofless than 10 minutes for the evacuation time estimate in the ,
full EPZ summer day normal weather scenario.
O l The evacuatioh study has been prepared in close coordination with the State of Illinois :
Emergency Management Agency (IEMA) personnel responsible for the preparation of !
g the Braidwood Volume ofIPRA. This study was reviewed by Will County EMA, Grundy County ESDA, Kankakee County ESDA, State ofIllinois EMA, and Illinois ,
Departmers of Nuclear Safety (IDNS) officials.
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BRAIDWOOD STATION ETE REV. 2, 09/94 1.3 SCOPE This study was prepared pursuant to the recommendations of NUREG-0654/ FEMA-
, REP-1, Rev.1, Appendix 4, " Evacuation Time Estimates within the Plume Exposure Pathway Emergency Planning Zone"(1), the: current regulatory guidance for preparing evacuation dme estimates. Section 2 presemts the evacuation sub-areas and evacuation scenarios. Section 3 discusses the various demographic and vehicle data used in this study. Section 4 presents the evacuation dme esdmate methodology and assumptions for both the general population and the special facilities. Section 5 is a description of the evacuation road network. Section 6 presents the evacuation time estimates. Section 7 presents the conclusions and recommendations of this study. Appendix A is a description
- , of the IDYNEV Model. Appendix B is a presentation of evacuation road network nodes.
Appendix C presents the IDYNEV network listing. Appendix D presents the Braidwood Station evacuation time estimates for corresponding downwind (keyhole) sectors.
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BRAIDWOOD STATION EFE REV. 2, 09S4 TABLE l-1 EVACUATION TIME ESTIMATES GENERAL PUBLIC EVACUATION TIMES (1)
(in minutes)
Summer (3) Winter (4)
Primary Daytime Nichttime Daytime Nichttime Evacuation Zone (2) Ee_rnal Adverse (5) Nermal Adverse (5) Nonnal Adverse (5) Normal Adverse (5) 0-2 mile [1] 175 205 100 105 175 205 100 105 0-5 mile [1,2] 175 205 100 105 175 205 100 105 0-5 mile [1,3] 175 205 100 105 175 205 100 105 0-5 mile [1,4] 175 205 IN 105 175 205 100 105 0-S mile [1.5] 180 210 115 120 180 210 115 120 0-S mile [1-5] 180 210 115 120 180 210 115 120 0-10 mile [1-5,6] 185 210 115 120 185 210 115 120 0-10 mile [1-5.7] 180 210 115 120 180 210 115 120 0-10 miie [1-5.8) 180 210 115 120 180 210 115 120 0-10 mile [1-5,9] 185 215 125 140 185 215 125 140 0-10 mile [1-9] (6) 185 215 125 140 185 215 125 140 NOTES:
(1) Times have been rounded to nearest five minutes (Downwind (keyhole) sector evacuation time estimates are provided in Appendix D).
(2) See Figure 2-1 for evacuation sub-area locations.
(3) As discussed in Section 3.1.
(4) As discussed in Section 3.2.
(5) Assumptions regarding adverse weather conditions are discussed in Section 2.3.2.
(6) Full EPZ [1-9] Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG4)654/ FEMA-REP-1, Rev.1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses.
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SECTION 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS 2.1 EVACUATION SUB-AREAS S
The area studied for potential evacuation is the Plume Exposure Pathway Emergency
- Planning Zone (EPZ) for the Braidwood Station. For the purposes of this study, nine evacuation sub-areas were defined within the EPZ. The sub-areas for the evacuation of i the EPZ approximate the 0-2 mile,2-5 mile, and 5-10 mile sector groupings suggested in NUREG-0654/ FEMA-REP-1, Rev.1, Appendix 4.
Figure 2-1 identifies the nine evacuation sub-areas. Table 2-1 identifies the locations of these nine sub-areas and the local communities contained within each sub-area.
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2.2 PRIMARY EVACUATION ZONES To facilitate preparation of realistic evacuation time estimates, the evacuation sub-areas were grouped into eleven primary evacuation zones. These primary evacuation zones 8
have been designated as follows:
o 0-2 miles, Evacuation Sub-Area 1 g
o 0-5 miles, Evacuation Sub-Areas 1 and 2 o 0-5 miles, Evacuation Sub-Areas 1 and 3 o 0-5 miles, Evacuation Sub-Areas 1 and 4 o 0-5 miles, Evacuation Sub-Areas 1 and 5
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o 0-5 miles, Evacuation Sub-Areas 1,2,3,4, and 5 o 0-10 miles, Evacuation Sub-Areas 1 through 5 and 6 0 0 0-10 miles, Evacuation Sub-Areas 1 through 5 and 7 o 0-10 miles, Evacuation Sub-Areas 1 through 5 and 8
's o 0-10 miles, Evacuation Sub-Areas 1 through 5 and 9 o Full EPZ, Evacuation Sub-Areas 1 through 9. (Full EPZ [1-9]
Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev.1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses.)
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Evacuation time estimates have been developed for each of these primary evacuation zones for the conditions discussed in the following sections. As defined above,it is noted that the 0-10 mile primary evacuation zones include the full 0-5 mile primary evacuation zone.
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BRAIDWOODSTATION ETE REV. 2, 09/94 I :
2.3 EVACUATION SCENARIOS l t
Evacuation scenarios were developed to simulate evacuation conditions established by [
the combination of primary evacuation zones with a specified season, time of the day, j
) and weather condition during which an evacuation may be necessary. There are eleven primary evacuation zones, two seasons (summer and winter), two time considerations j (daytime and nighttime), and two weather conditions (normal and adverse). Therefore, a j total of eighty-eight evacuation scenarios have been considered in this evacuation time j O- '
estimate study.
2.3.1 Seasonal and Diurnal Parameters ,
3 Section 3 describes demographic data in detail. The following paragraphs summarize !
this description. !
The summer season attracts additional visiting and transient populations to the area of l D- Braidwood Station, principally at the recreational areas. Therefore, the summer daytime f scenarios have included the permanent resident, daytime employee, and visiting or ;
transient populations and applicable special facilities populations. The summer nighttime scenarios have included the permanent resident, nighttime employee, and applicable :
0 overnight transient and special facilities populations.
The winter daytime scenarios have included the permanent resident, daytime employee, !
school district, and applicable transient and special facilities populations. The winter j O nighttime scenarios have included the permanent resident, nighttime employee, and applicable transient and special facilities populations. These baseline evacuation scenarios represent weekday conditions because they occur most frequently.
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2.3.2 Weather Parameters Normal and adverse weather conditions have also been considered. For the purposes of
,, this study, adverse weather conditions are assumed to reduce road capacity to 80 percent of normal weather capacity, and include conditions that may impair visibility and/or traction, such as light snow, icing, rain, or fog.
Transponation studies (5) and the opinions of recognized traffic experts (6) indicate that such conditions can reduce road capacity to 76-92 percent of normal weather capacity.
Review of the Braidwood area meteorology reveals that these weather conditions are encountered about 10 percent of the time (7).
- It is important to note that this study does not suggest that evacuations will or should occur under all adverse weather conditions. Under certain extremely adverse weather conditions where evacuation may be unfeasible, the alternative protective action of
,..s sheltering would be recommended (8).
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I E BRAIDWOOD STATION ETE REV. 2, 09/94 !
TABLE 2-1 l
LOCAL COMMUNITIES BY EVACUATION SUB-AREA e
- Sub-Evacuation Area County Aream Local Communities 0-2 Miles Will/Grundy 1 Reed Twp.,Braceville Twp., Godley, Braidwood (Braidwood Station) >
- . 2-5 Miles Will 2 Wilmington Twp. )
North 2-5 Miles Will 3 Wilmington, Custer Park East 8 2-5 Miles Kankakee 4 Essex l Southeast ,
2-5 Miles Grundy 5 Greenfield Twp., South Wilmington, i West East Brooklyn, Gardner, Braceville Twp.,
Coal City, Diamond, Felix Twp. }
Q, 5-10 Miles Will 6 Wilmington, Florence Twp. -
Northeast l 5-10 Miles Will 7 Wesley Twp. l
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5-10 Miles Kankakee 8 Salina Twp., Essex Twp., !
Southeast Reddick, Union Hill '
5-10 Miles Grundy 9 Greenfield Twp., Garfield Twp., ,
West Goodfarm Twp., Wauponsee Twp., I
- O Maine Twp., Mazon Twp., Mazon, Felix !
Twp., Goose Lake Twp. i l
NOTE: i O (1) See Figure 2-1 for Sub-Area identification.
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BRAIDWOOD STATION ETE
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p; SECTION 3 ' !
DEMOGRAPHIC AND VEHICLE DATA ,
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Demographic data for this study was derived from the official 1990 census data (9). j Additionalinformation has been provided from field survey work, by State of Blinois Emergency Management Agency (IEMA) personnel and from communications with , l
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Will, Grundy, and Kankakee County officials. The vehicle data were derived from the demographic data and the average number of persons per household in Will, Grundy, and Kankakee Counties. The study assumes one vehicle per household. The number of ~ j registered vehicles in Will, Grundy, and Kankakee Counties supports this assumption.
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Figures 3-1 through 3-10 present specific population and vehicle data by compass sector ,
and distance from the Braidwood Station for various seasonal and diurnal conditions. As l discussed in Section 1.2, the evacuation time estimates are relatively insensitive to.
changes in population. !
O j This study identifies 29,456 permanent residents within the evacuation sub-areas. The
- permanent resident population is comprised of 27,374 persons who reside within the l I
10 mile EPZ of Braidwood Station (including the communities of Braidwood, d
Wilmington, Bracevill'e, Gardner, and Coal City) plus an additional 2,082 persons who t reside beyond the 10 mile radius from Braidwood Station, but who are within a
[ Braidwood Station evacuation sub-area. Figures 3-1 and 3-2 present the permanent l
(resident) population and vehicle data by compass sector and distance. Tables 3-2
& through 3-5 present various transient and special facilities populations.
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BRAIDWOOD STATION ETE REV. 2. 09/94 For the purpose of this study, as required by NUREG 0654, Appendix 4, special facilides are those institutions or other population concentrations which are transportation-dependent or may have other special concerns. Transient (non-resident) and special s facilities populations include, as applicable, recreational areas, major employers, schools,
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health care facilities, senior citizen centers, and motels. Schools are shown on Figure 3-11. Figure 3-12 identifies the locations of major employers. Recreational areas, health care facilities, senior citizen centers, and motels within the EPZ are shown on Figure s 3-13.
O This study identifies a summer daytime population of 41,495 persons. This figure was derived by adding the number of employee, transient, and applicable special facilities
, populations to the permanent resident population. The summer daytime period has the P greatest number of vehicles due to the increase in transients. The summer nighttime population of'34,003 includes the permanent resident, nighttime employee, overnight transient, and applicable special facilities populations.
This study identifies a winter daytime population of 39,863, which includes the permanent resident, daytime employee, applicable transient and special facilities populations. The winter nighttime population of 30,430 is comprised of the permanent resident, nighttime employee, and applicable transient and special facilities populations, and is the period with the lowest number of both individuals and vehicles.
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BRAIDWOOD STATION ETE uv.t sm ;
)' Table 3-1 summarizes the population and vehicle data by seasonal period for each of the i evacuation study areas. This population data does not include short term special events such as the Fourth of July. These special events are discussed in Section 3.4.
J' NUREG-0654, Appendix 4, recommends that the public transport-dependent population ,
be considered. There are few public transportation systems in the Braidwood Station EPZ. Since there are few public transportation systems in the EPZ, residents without !
vehicles would likely have developed some transportation options for general daily use - l
)- '
and movement. Additionally, Standard Operating Procedure 7-SOP-8 ofIPRA- -
. Braidwood, Volume VII (8) has a number of mechanisms for providing transportation assistance to individuals and/or groups during an emergency. IPRA-Braidwood Volume r VII also has in place 7-SOP-12 by_which a Mobility Impaired Transportation List for the i Braidwood Station EPZ has been developed and is maintained by Will, Grundy, and
' Kankakee Ciunty officials so as to be available during an emergency. ;
3 3 ,
i i
0 i
1
~
f 3-3 0 .
, l k BRAIDWOODSTATION ETE REV. 2, 09/94
'y 3.1 SUMMER SEASON POPULATION DATA ,
'Ihe summer season, as defined by this study, extends from about Memorial Day weekend through Labor Day weekend. There is a significant population influx during r
_)
this season. The specific population combinations are discussed in the followinj sections.
3.1.1 Summe; Daytime Data v, -
Summer daytene populations include recreational areas transients (e.g., campers and boaters, see Table 3-2), and applicable other special facilities (see Table 3-5), in addition j to the employee (see Table 3-3) and permanent resident populations. Figures 3-3 and 3-4 l O.
present this data by compass sector for population and vehicles, respectively. I l
3.1.2 S,immer Nighttime Data l
The summer nighttime populations include overnight transients (e.g., applicable recreational areas, see Table 3-2), and other special facilities populations (see Table 3-5),
in addition to the nighttime employee (see Table 3-3) and permanent resident l populations. Figures 3-5 and 3-6 present this data by compass sector for population and O vehicles, respectively.
l O l l
l l
O l l
O 3-4 0
) BRAIDWOODSTATION ETE REV. 2, 09/94 I
l u.
b 3.2 WINTER SEASON POPULATIO;l DATA l
l l
The winter season, as defined by this study, extends from about Labor Day through Memorial Day. This season includes the non-tourist months when schools are in session.
) The specific population combinations are discussed in the fon? wing sections.
l 3.2.1 Winter Daytime Data !
l I
'~)
Winter daytime populations include permanent residents, applicable recreational areas l
l l (see Table 3-2), school enrollments (see Table 3-4), employees (see Table 3-3), and other
! special facilities (see Table 3-5). The winter daytime populations and vehicle data are shown by compass sector on Figures 3-7 and 3-8, respectively.
l
~
3.2.2 Winter Nighttime Data l Winter nighttime populations include applicable ovemight recreational area transients
.g (see Table 3-2), and other special facilities (see Table 3-5) in addition to employee night shift populations (see Table 3-3) and permanent residents. The winter nighttime populations and corresponding vehicle data are shown by compass sector on Figures 3-9 and 3-10, respectively.
O O
I O
3-5 O
B BRAIDWOOD STATION ETE REV. 2, 09/94 D
3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA For the purpose of this study, as required by NUREG-0654, Appendix 4, special facilides are those institutions or other population concentrations which are transportation-g dependent or may have other special concerns. Transient and special facilides include, as applicable, recreational areas, major employers, schools, day care centers, health care facilities, senior citizen centers, and motels. Population data for these facilities are shown on Tables 3-2,3-3,3-4, and 3-5, respectively.
g The locadon of schools within the EPZ are identified on Figure 3-11. Figure 3-12 identifies the locations of major employers. Recreational areas, health care facilities, senior citizen centers, and motels within the EPZ are identified on Figure 3-13.
D 0
0 e
4 3-6 9
BRAIDWOOD STATION ETE REV. 2, 09/94 3.4 SPECIAL EVENTS POPULATIONS To determine the sensitivity of significant changes to the evacuation time estimates, Special Event scenarios associated with infrequent short-term activities or special events were identified. The most relevant Special Event considered in this study was an evacuation sensitivity analysis of peak transient populations at the recreational an ss within the EPZ. This scenario was selected to represent an upper bound ior transiett
, populations as might be associated with a major summer holiday.
a Population data for the special evacuation sensitivity analysis of transient populations at recreational areas were derived from field surveys conducted by CECO emergency
, preparedness personnel. Based on this information, the peak transient population estimates for recreational areas within the EPZ, as identified in Table 3-2, were conservativelj increased by 150 to 1,500 percent. This hypothetical scenario represents a peak population for the recreational areas as could be associated with a summer holiday weekend.
s The Special Event populations were added to the applicable permanent resident, employee, transient, and special facilities populations. The results of this Special Event analysis are presented in Section 6.3.
O O
O 3-7 O
U U~ W W
-Q ~ ~ 4- U CF O- U 5 BRAIDWOODSTA710N ETE REV.2. 09/94 TABLE 3-1 DEMOGRAPHIC AND VEHICLE DATA BY EVACUATION SUB-AREA (1)
(Including Permanent Resident, Special Fxility, and Transient Populations)
Summer (2) Winter (3)
Evacuation Daytime Nichttime Daytime Nighttime Sub-Area Population (4) Vehicles (5) Population (4) Vehicles (5) Poculation (4) Vehicles (5) Population (4) Vehicles (5) 1 7581 2859 5524 2052 7631 2558 5411 2004 2 3613 1325 2953 1053 690 282 615 248 3 1323 583 1111 401 1226 515 811 301 4 918 352 758 285 726 276 708 268 5 9878 4163 8937 3608 11385 4034 8800 3557 6 7758 3622 5692 2458 8507 3491 5402 2313 7 4111 1541 3885 1348 3736 1416 3540 1233 8 1189 443 1344 443 1344 469 1344 443 9 5124 2283 3799 1496 4618 1874 3799 1496 1'07ES (1) Derived from 1990 U.S. Census and relevant field survey special/transieni facility data as discussed in Section 3.
(2) Refer to Section 3.1 for description of summer population combinations.
(3) Refer to Section 3.2 for description of winter population combinations.
(4) Data derived from Tables 3-2,3-3,3-4, and 3-5 and Figures 3-1,3-3,3-5,3-7,and 3-9.
(5) Data derived from Tables 3-2,3-3. 3-4, and 3-5 and vehicle occupancy assumptions in Sections 4.1.3. The data are presented on Figures 3-2,3-4,3-6, 3-8,and 3-10.
I of 1
O O -0 0 0 0 U- U .U -V W BRAIDWOOD STATION ETE :
REV. 2, 09/94 TABLE 3-2 RECREATIONAL AREAS WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction / Sub- Transient F , Employee Population No. (2) Mik kr.a Facilitv Name Periods of Operaten Dar Mista Peak Du Hasta 101 NNE/3-4 1 Shadow ides Resort Summer Day 315 315 1000 10 3 Winter Day 20 20 -
2 1 103 NE/1-3 1 Braidwood Recreation Cub Summer Day 800 100 3000 30 4 Winter Day 25 5 - 4 1 110 ENE/2-3 i Braidwood Dunes and Savannah Summer Day 30 0 60 0 0 Forest Preserve Winter Day 10 0 -
0 0 111 E/2-3 2 Braidwood Fahays Golf Course Sunmer Day 60 0 -
2 0 Winter Day 40 0 -
2 0 112 SW/0-1 1 Chicago Beagle Cub Summer Day 50 10 75 0 0 Winter Day 25 5 -
0 0 115 SSW/3-4 1 South Wilmington Sportsman Cub Summer Day 200 60 500 20 0 Winter Day 25 10 -
3' 0 116 SW/3-4 1 Mazonia State Fish and Wildlife Swnmer Day 600 '0 1000 3 0 Area Winter Day 200 0 -
3 0 201 N/3-4 3 Area #1 Outdoor Club Summer Day / Night 100 40 - 2 1 Winter Day / Night 20 10 -
1 0 202 N/4-5 2 Lake Point Cub Summer Day / Night 1080 1080 -
10 5 Winter Day / Night 60 60_ -
2 1 203 NNE/4-5 2 FossilRockRecreation Area Summer Day 450 .450 - 4 0 Winter Day 25 25 - 1 0 204 NNE/3-4 2 Wilmington Recreation Area Cub Summer Day 500 500 1500 10 0 Winter Day 20 10 - 2 0-205 NNE/4-5 2 Schaeffer-Tameling Campground Summer 75 75 150 2 0 Winter 5 5 - 2 0 2% NNE/4-5 2 Will County Sportsrnen's Club Summer Day 145 10 - - 0 0 Winter Day 20 10 - 0 0 301 NE/3-4 3 New lenox Sportsmen's Club Summer Day 300 300 -
2 0 Winter Day 10 0. - 2 0 Page 1 of 2
O O O O O V O 'O -
U C' l
BRAIDWOODSTATION ETE REV. 2, 09/94 TABLE 3-2(cont.)
1 Facility Direction / Sub- Transient Population Employee Population No. (2) Mile &ra Facilitv Name Periods of Opemtion Day Night Etak Dag Night 501 NNW/4-6 2 CECO Recreation Area Smnmer Day / Night 450 300 -
10 2 Winter Day / Night 50 10 - 2 1 502 NNW/5-6 6 CoalCity AreaClub Summer Day / Night 500 50 2000 35 5 Winter Day / Night 25 10 -
5 0 520 SSW/5-6 5 Soi th Wilmington Firemen's Club Summer Day 100 100 1500 15 2 Winter Day 20 5 -
2 1 601A NS-10 6 Harborside Marina /J.Y.C Marina Summer-Day / Night 240 240 500 8 2 Winter-Day 30 0 -
8 2 601B N/9-10 6 Three Rivers Yacht Club Summer (May-Oct.)D/N 200 50 -
0 0 602 N/8-9 6 Des PlainesConservation Area Summer Day (Apr.-Dec.) 685 2u - 7 2 Winter Day 250 20 - 7 2 611 NFJ6-7 6 Wilmington Island Park District Summer Day 50 0 -
2 0 Winter Day 10 0 -
2 0 702 NE/6-7 7 Forsythe Woods Forest Preserve Summer Day 50 0 250 0 0 Winter Day 20 0 -
0 0 706 E/8-10 7 Kankakee River State Park Summer Day 370 370 -
13 2 Winter Day 25 25 -
13 2 906 NNW/8-10 9 Goose Lake Prairie State Park Summer Day 1000 0 2000 7 0 Winter Day 100 0 -
7 0 907 NNW/7-8 9 Goose Lake Area Club Summer Day 40 40 100 4 0 Winter Day 2 2 -
0 0 909 NW/8-9 9 Boy Scouts of America Summer 300 300 500 10 0 Winter 40 40 500 10 0 NOTES.
(1) Information based on data available as of January 1994.
(2) See Figure 3-13 for facility locations.
Page 2 of 2
g --
g - Q U y y y -y -y .
y C
. BRAIDWOODSTATION ETE REV. 2, 09/94 TABLE 3-3 MAJOR EMPLOYERS WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction / Sub- Number of Employees No. (2) Mils Arca Name of Emplover Periods of Operation (3) Dag Egght i
114 SE/2-3 I CECO Production Training Facility Summer Day / Night 175 12 Winter Day / Night 175 12 118 NW/3-4 1 "E.W.R., Inc." Summer Day / Night 60 0 Winter Day / Night 60 0 303 SE/3-4 3 Tammen Treeberry Farm Summer / Day 50 0 Winter / Day 50 0 503 NW/4-5 5 "Demert and Dougherty,Inc." Summer Day / Night 135 20 Winter Day / Night 135 20 517 SW/6-7 5 Brownie Special Products Summer Day / Night 65 25 Winter Day / Night 65 25 518 SW/5-6 5 " Indicator Lites. Inc." Summer Day / Night 80 20 Winter Day / Night 80 "
603 NNE/10 6 Army Ammunitions Plant Summer Day / Night 20 0 Winter Day / Night 20 0 604 NE/7-8 7 Personal Products Company Summer Day / Night 480 84 Winter Day / Night 480 84 610 NFJ5-6 6 " Precision Components,Inc." Summer Day / Night 45 5 Winter Day / Night 45 5 701 NE/8-9 6 Alliant Tech Systems Summer Day / Night 200 50 Winter Day / Night 200 50 903 NNW/10 9 "Reichhold Chemicals, Inc." Summer Day / Night 59 12 Winter Day / Night 59 12 908 NW/9-10 9 Commonwealth Edison-Collins Summer Day / Night 200 50 Station Winter Day / Night 200 50 Page 1 of 2
. _ _ _ _ __ _ __ __ _ _ . _ _ _ _ _ . . - _ . .. - .. _ . . _ _ . _ . _ _ __ ________._.J
O $ O O O U V _ O [ E ERAIDWOODSTATION Em PJiV.2. 09S4 TABLE 3-3 (cont.)
Facility Direction / Suld Number of Employees No. (2) Mile &ca Name of Emolover Periods of Operation (3) h Night 910 W N-10 9 " Coils Inc." Summer Day / Night 75 0 Winter Day / Night 75 0 NOTES:
(1) For the purpose of this study major employers have been identified as those with special operations or approximately 50 or more employees.
(2) See Figure 3-12 for employer locations.
(3) All employers were found to have shutdown times of 30 minutes or less with the possible exceptions of Commonwealth Edison's Collins Station and Alliant Tech Systems where essential personnel might require I to 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> mobilization time.
Page 2 of 2
Q 'O .O O O. .U :C-. C .C- l0; i i" BRAIDWOOD STA110N ETE -
REV.2. 09/94 TABLE 3-4 SCHOOLS WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction / Sub. Penod(s)of Student Staff No. (2) Mile Ama Name of School Operation Population Populaten 104 NNE/12 i Braidwood Elementary Winter / Day 540 80 Summer / Day 400 35 105 NNE/1-2 i Reed Custer Jr. High Winter / Day 369 45 (moving to H.S. location) Summer / Day 0 0 106 NNE/1-2 i Kerri-Lynn's Preschool Winter / Day 20 -4 Summer / Day .0 0 ;
109 NE/1-2 1 Reed Custer Community High Winter / Day 490 55 Summer / Day 0 0 117 WSW/2-3 1 Braceville Elementary Winter / Day 141 21 Summer / Day (some years only) -
302 E/5-6 3 Custer Park Elementary Winter / Day 183 ~30 i Summer / Day 0 0 504 NW/3-4 5 Coal City Elementary Winter / Day 595 '55 Summer / Day 0 5
! 505 NW/4-5 5 Mrs. Pidgie's Discovery Home Winter / Day 0 0 l
Summer / Day 8 2 j 506 NW/4-5 5 CoalCity High Winter / Day 475 50 ,
j Summer / Day 75 16 >
507 NW/3-4 5 Creative learning Center II Winter / Day 16 4 Pre-school / Day Care Summer / Day 16 4
, 510 NW/4-5 5 CoalCity Middle Winter / Day 505 51 i Summer / Day ' 0 5 l
.SI1 NW/4-5 . 5 United Methodist Day Care Winter / Day 20 8 i Summer / Day 20 8 !
515 SW/5-6 5 Gardner Elementary Winter / Day 216 20
- Summer / Day 25 5 516 SW/5-6 5 Gardner-So.Wilmington Winter / Day 192 26 Township High Summer / Day 0 0 l
l l
Page 1 of 2
?
O O .O O O O -G- U- Os O E ERAIDWOODSTATION ETE REV. 2, 09/94 TABLE 3-4(cont.)
Facility Direction / Sub- Period (s)of Student StsK No. (2) Mik Arr.a Name of School Operanon Population Eggadalma
$19 SSW/54 5 So. Wilmington Grade Winte{/ Day 120 10 -
Summer / Day - 0 0 605 NFJ6-7 6 LJ.Stevens Middle Winter / Day 330 35 Summer / Day 30 5 606 NFJ6-7 6 Wilmington High Winter / Day 441 47 Summer / Day 150 15 607 NFJ6-7 6 Saint Rose Winter / Day 201 18 Summer / Day 20 3 M)8 NFJ6-7 6 Booth Central Elementary Winter / Day 400 40 Summer / Day 25 5 609 NF/6-7 6 Grace Lutheran Church Pre-School Winter / Day 19 7 Summer / Day 0 0 703 NFJ5-6 6 Christian Living Academy Winter / Day 88 12 Summer / Day 22 4 704 NFJ5-6 6 Bruning Elementary Winter / Day 300 30 Summer / Day 30 6 803 S/10 8 Reddick Elementary Winter / Day 132 23 Summer / Day 0 0 911 W/10 9 MVK Schools Winter / Day 400 40 Summer / Day 40 6 NOTES:
(1) Infonnation based on survey data available as of January 1994.
(2) See Figure 3-11 for schoollocations.
Page 2 of 2 t
. vo-m .- m e.w-enmww-e,-~~vsw.-r-~-,-w- .w--a,.e.,--~.,v..nw.,.-~-vr-e-.- -m.r.,,,--+n n_,,---nn,...,,-~-.-----.-~--n.--...,.-.--.,,--,,sa--,-----,-.~----n-<. - - . - - . - - - . . - . - ,
O O O O O O O u) 4 5 8 BRAIDWOOD STARON ETE REV. 2, 09/94 TABLE 3-5 IIEALTH CARE AND MISCELLANEOUS FACILIBES WITIIIN TIE EMERGENCY PLANNING ZONE (1)
Facility Popuhtion Facility Direction / Sub- Residents /
Fo.(2) Mik Arts Facility Name Periods of Oncration Guests StafUVisitors 94 - -
CoalCity Meadow Apartments (Perm.) Year Round(Perm. Pop.) 25 0 102 NNE/1-2 1 Rossi's Motel Year Round 32 2 107 NW/1-2 i Sands Motel Summer Day / Night 24 3 Winter Day / Night 14 3 108 NNW/1-2 i "B & P Motel,Inc.(fmily. Days Inn)" Year Round 80 6 508 NW/3-4 5 Grundy County Senior Services Club Year Round 30 3 514 SW/5-6 5 Southeastern Grundy Senior Center Year Round/ Day 20 2 612 NE/5-6 3 Embassy Care Center Summer Day 125 125 Summer Night 125 25 Winter Day 125 125 Winter Night 125 25 613 NE/5-6 3 Van Duynes Motel Year Round 40 4 NOTES:
(1) Information based on data available as of January 1994 (2) See Figure 3-13 for facility locations.
Page1ofI
BRAIDWOOD STATION ETE N REV. 2, 1994 2144 NNW NhT 2851 2022 18 29 385 1 hT NW 72 101 5579 5089 g # M 37 57 291 62 188 88 39 124 378 1 124 WNW ,,
3329 ENT i 501 351 228 57 1914 1 436 1578 49 l
62 1278 M M 2662 53 97 970 8 II 46 25 422 {;
1007 q 31 55 30 57 82 16 552 I 66 38 l 4 28 y 3 E W 180 39 32 30 26 16 8 59 1s ,. 10 21 ' 47 156 454 238 79 113 61 425 s 2 355 10 10 0
% 17 4 0 la U 352 ig4 0
7 4, 26 4 o 72
, , o ,,
33 74 38 34 8 11 22 80 48 93 ESE 137 3 35 460 66
- )
180 1 80 25
- 223 g 22 I8 5 36 76 113 21 22 72 29 SE 1857 36 379 2
0 23 !
32 l 31 g7 l l
963 675 5
272 g i i
l Ring Totals 0 - 2 hEles = 3385 i 0- 5 hEles = 12124 0-1 Mile hdius 0 - 10 hEles = 273:4 2 - 5 hEles = 8739 o 5 - 10 h3h = 15250 4>
10 Afile EPZ* = 29456 28 45 60 16
- Represents total for the full 10 unile EPZ including 12 ,
some dafmed areas beyond the 10 mile radius 11 1 < l (Based on 1990 U.S. Census and relevant ; I specla!/ transient facility population data)
U
~
14 8 ;
FIGURE 31 PERMANENT POPULATION 114 I 0
a 0 DISTRIBUTION BY COMPASS SECTOR l 0 j O ,
1 1
H BRAIDWOOD STATION ETE H N REV. 2, 1994 rz7 NNW NNE
!!01 ,,
M 7
\_ 148
- 0 NE NW 2e 33 2154 1962 210 14 22 112 24 71 28 15 43 146 1
'8 WNW ,
1285 I*NE 194 185 22 88 739 809 19 24 1028 '83 20 37 374 I# 8 gg 10 183 389
) 21 11 22 31 33
- 1, 26 g gi 1 E 70 15 12 11 10 5 2 23 9 I~ 4 3 18 80 175 92 30 43 24 3 1 -
137 '
0 7 2 0 0 138 75 3 gg 10' 2 0 28
, 0 g 13 28 15 13 3 4 8 31 I
18 se ESE WSW 43g l' 3 git 28 179 70 0
] ,1 9 88 4 28 l'
10 14 29 43
, 101 Ring Totals 0- 2 Miles = 1307 0- 5 Miles = 4682 0-1 Mile Radius 0 10 Asies = 10567 2- 5 Miles = 3375 n 5 - 10 AEles = 5885 i~ 10 AUle EPZ' = 11394 11 17 g 8 6 some de. fined arens beyond the 10 inile radius 4 \ 0
,J N "
(Based on 1990 U.S. Census and relevant special/ transient facility population data) s -
2 FIGURE 3-2 PERMANENT VEHICLE 44 0 20 0 DISTRIBUTION BY COMPASS SECTOR 0
0
p BRAIDWOOD STATION ETE N REV. 2, 1994 ;
4930 !
NNW NNE i' 5095 3410 18 00 1077
] 1 NE 1079 120 8725 gg, 40 439 237 57 291 262 1 185 88 688 964 124
'~7 WNW 561 351 1106 gg, 632 m l944 436 2029 e 82 1278 M 24 2976 53 113 87 1003 25
- 422 M 46 1007 !
J ,
31 g 30 eg 26 M $52 !
126 0 g 4 11 66 3 E li W 301 39 32 30 26 18 6 59 23 0 j 83 ' 47 158 454 238 79 496 61 546 %
2 l 8 ;
355 10 80 l
_ 0 J 17 4 0 to 352 194 182 48 627 0 0 15 I 28 74 33 38 34 8 33 22 80 i 2
48 93 EsE WsW 269 3 35 66 510 I I 0 s?, 1 gn l 25 g M3 72 38 5 36 18 j 113 j 1 22 ,, 72 SW SE I 2657 g
, 3e 554 l 23 31 87 !
ssw 79 ssE !
1348 675 s
272 O
Ring Totals l' 0 - 2 Miles = 4847 i 0 - 5 Miles = 18126 l 0-1 Mile Radius e . le Miles = 39861 l 2- 5 Miles = 13279 :
O 5-18 Miles = 21735 !
18 Mile EPZ' = 41495 l 23 45 g l gg ,,
- Rapsosats intal for the full 10 rnHe EPZ including ,
soms defined anos beyond the 10 mile radion '
(Based on 1990 U1 Census and relevant nv e
special/ transient fael!!ry population data) 14 FIGURE %3 POPULATION DISTRIBUTION BY n 0 COMPASS SECTOR - SUABER DAY O
y BRAIDWOOD STATION ETE N REV. 2, 1994 1757 NNW NNE 2142 1293 3,,
^
7 70 3g3 0 0 NB NW 535 5, 4112 2482 282 214 22 112 224 71 28 15 528 216 363 '8
')
- M 25 135 378 se 203 751 24 493 319 1M 1245 .
20 44 407 154 3g3 108 M 33 10 389 12
] 21 11 2 Se e 213 as 8 48 e 26 1
1 E 153 15 12 11 10 8 2 23 s 4 40 ta so 175 92 30 179 24 3 1 137 0'
_ 0 g 7 2 g
0 8 136 75 178 19
- 10 se 0 28
,,, n ,
13 28 15 13 3 4 a 31
' 36 ESE 18 547 WSW 3 14 gg 229 410 111 0 135 0 31 9 86 4 28 10 N 14 29 43
,] a --
m 104
~)
Ring Totals 0 - 2 Miles = 1804 0 - 5 Miles - 7122 M M Mm 0 - 18 Miles = 16612 2 - 5 Miles = 5318 3 5 - 18 Miles = 9490 l 10 Mile EPZ* = 17171 ,
11 17 23 3
- Rapressets total for the full 10 n:Ile D'Z including 5
soms ds5ned anos beyond the 10 mine radius 4 0 (Based on 1990 U.S. Census and relevant 7 special/ transient facility population data) g 5 2 pgy y VEHICLE DISTRIBUTION BY 44 0 35 0 COMPASS SECTOR - SUMAER DAY O
, BRAIDWOOD STATION ETE N REV. 2, 1994 3584 NNW NNE ,
3329 3399 g, l 18
"' 407
, 1 Ng NW 72 101 6326 5512 ,
87 57 291 87 !
185 88 878 354 124 I J' WNW 3,i ,,o, 329 ENE 501 228 582 1914
,,, gg 438 ,,
s9 833 108 82 2735 1278 53 113 97 398 317 101 4g 970 25 422
) Il 55 30 gg 82 0 38 39 3g 18 3 E W 180 39 32 30 28 18 6 59 l 23
' 47 158 454 238 79 485 Q 21 81 8 2 355 go 10 0
17 4 0
] 352 134 19 14 43 24 0 0 15 28 y 38 34 8 11 **
- 2 93 ESE 48 157 8 35 86 460 288 0 05 1
go l 25 g 223 72 38 5 sg 7g 113 21 22 12 y g, SE 1902 38 391 0 2o 23 j 31 87 ssW 79 SSB 1135 675 s :
- '* l O (
Ring Totals '
e - 2 Miles = 3646 e - 5 Miles = 15309 0-1 Mile Radius e - 10 Miles = 32440 2- 5 Miles = 11663 5 - 10 Miles = 17131 0 le Mii. Erz* = 34o03 23 48 l 80 I
= x.pr t. wn! rar ti. tutt 10 mn. Erz inchans some deSoed areas beyond the 10 mile radius l
./ (Sased on 1990 U.S. Census and relevant special/ transient facility population data)
- / POPULATION DISTRIBUTION BY 114 0 38 0 COMPASS SECTOR - SUMMER NIGHT C
O
b, BRAIDWOOD STATION ETE N REV. 2,1994 1362 NNW NNE 1298 1270
,g 7
23 157
) NW 0 NE 28 sg 2516 2118 18 36 210 04 22 112 69 15 132
^
206 125 '8 J WNW 1285 394 * ' 187 ENE 88 ,,,
739 24 1074 #83 20 44 8
gg 374 to
- 163 #
3,,
[) 21 II 2 31 g 8
g 213 1 E 70 15 12 11 10 6 2 23 9 -
4 3 ' 18 60 175 92 30 168 24
- 3 1 137 '
' 0
,] 7 2 0 e 136 0 15 75 ig
, 10 22 0 28 0 g 13 28 15 13 3 4 8 31 I
18 36 ESE 459 3 14 179
,,, 26 g 95 0 31 9 88 4 28 i'
10 14 29 8 3 28 3 gg 762 14 159 0 8 12 28 SSW 30 SSE 432 261 5
104 O
Ring Totals 8- 2 Miles = 1435 0- 5 Milea = 5843 0-1 Mile Radius 8 le Miles = 12548 2- 5 Miles = 4408 5 . le Miles = 6705 O le Mii. EPZ* = 13144 11 17 y
6 5 nome dshed ones beyond dw 10 tails radius 0
O 4
s
\ 2 FIGURE M (Based on 1990 U.S. Census and relevant specla!/ transient facility population data)
VEHICLE DISTRIBUTION BY 44 0
- i. O COMPASS SECTOR - SUMMER NIGHT 0
O l
BRAIDWOOD STATION ETE D
N REV. 2c 1994 4101 NNW NhT 3230 2129 88 842 NW 17s 9090 101 489 581 237 57 291 262 18s 88
,p 428 74 124
'. WNW g 4887 n7 381 561 m 88 1m 8 57 118 82 4046 1278 g 97 398 27 101 4g 1554 25 43 55 88 40 0 128 38 4 31 46 E
ess 39 32 30 28 16 8 59 23 0 ' 63 ' 47 156 887 238 79 151 81 8 2 617 10 0 80 17 4 0 14 352 0 182 134 48 3 0
' 28 227 0 15 33 74 38 34 8 g3 22 80 2
48 93 ESE WSW 693 3 35 510 286 66 1220 s
] 45 1
80 25 g 223 72 5
30 36 70 21 22 72 y ,, SE l 2681 3e 554 20 O ,3 1 2
u 67 ssW s. ssa 116g 675 S
427 O
Ring Totals 0 - 2 Miles = 5155 i 0- 5 Miles = 16777 l 0-1 Mile Radius 0 - so Miles = 37994 '
2- 5 Miles = 11622 1 5 - 10 Miles = 21 O
to nii, gez. 39.21763 i
28 45 g 18 Rspressats total for tbs full 10 ndle EPZ including 12 some defined areas beyond the 10 mile radius (Based on 1990 U.S. Census and relevant '
special! transient facility population data) 9 14 8 HGURE 3-7 POPULATION DISTRIBUTION BY 114 0 5,
0 O COMPASS SECTOR - WINTER DAY O
l
BRAIDWOOD STATION ETE N REV. 2, 1994 1182 1 NNW NNE l 1325 ,,,
G j 7 l 70 238 o NW 85 3g o NE 3737 i
2S70 l 456 f 230 214 22 l 112 224 l
71 to 16 528 '
164 '3 33 O WNW 28 1499 ENE l 254 135 3,
,, 743
' gg 18 24 1328 "3 20 44 37 154 11 M g 484 to gg3 389 12 g 21 11 27 53 8 213 86 9 12 gg i E W 194 15 12 11 10 0 2 23 9 4 30 18 60 205 92 30 64 24 3 1 161 54 0
7 2 0 8 6 138 75 178 13 13 0 0 g M
gj 79 28 15 13 3 4 8 31 1 8
36 ESE 18 598 WSW 3 ,,,
14 gg 229 g 135 0 31 l 9 86 i 4 28 10 14 29 43 8 28 SW ,, SE l 1009 14 322 O g 12 26 SSW 56 SSE ,
417 261 i S
130 rT Ring Totals 0- 2 hEles = 1620 0- 5 hEles = 5878 M O MM 0 - 10 Miles = 14310 2- 5 AEles = 4258 5 - 10 Miles = 8432 O 10 AEle EPZ' = 14915 11 17 y 8
- Represents tutal for the full 10 rnite EPZ ireluding 5
some defmed areas beyond the 10 mile radius 4 0 ,
.- (Based on 1990 US. Census and relevant '
speclat/ transient facility population data) c3 6 > 2 ggy y VEHICLE DISTRIBUTION BY 44 0 23 0 COMPASS SECTOR - WINTER DAY a
1
s BRAIDWOOD STATION ETE
~
w REV. 2,1994 2239 NNW NNE 2987 2117 g
18
'l 407
$ NW 1 NE 72 101 5928 5252 40 89 87 57 291 87 39 208 124 g 418 22 WNW 351 3329 m 501 228 87 1914 38 48 108 82 s 2735 1278 33 113 '
97 888 17 101 970 25 422 55 30 88 82 0*
I) 38 88 4 29 38 g 3 E 180 39 32 30 28 1C 8 59 23 10 21 j 47 158 454 238 73 140 81 8 2 355 10 10 0
17 0
]
352 134 4
19 to 48 8 I# 0
- 28 24 0 16 33 74 38 38 8 11 22 80 93 ESE WSW 88 20 8 35 88 460 1058 288 n ,
J 80 25 g 223 72 5
N 38 78 21 22 72 gy gg SE 765 38 391 0 20 23 31 87 SSW 79 SSE 9g4 675 S
272 O
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- Rapresents total for tbc full 10 mile EPZ including 12 some de. fined armas beyond the 10 mile radins O
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BRAIDWOOD STATION ETE REV. 2, 09/94 I ',' SECTION 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS . This secdon presents the methodology and assumptions used to develop the evacuation time estimates for the general population. Additionally, the methodology and assumptions used in a separate assessment for selected special facilities as required by a NUREG-0654, Appendix 4, are presented. 4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES 3 For the purposes of developing evacuation time estimates, the general population is comprised of the permanent populati .i, transients, and special facilities populations appropriate for each of the particular evacuation scenarios. The general population O evacuation time estimates are presented in Section 6.1. The general population evacuation time estimates were calculated using the FEM A/IDYNEV computerized traffic simulation model(2) which has been developed to D simulate the traffic flow over a transponation 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. O i l D l i
,m %) ,s 4-1 G
BRAIDWOOD STATION ETE REV. 2. 09/94 3 4.1.1 Evacuation Time Estimates Methodology The IDYNEV model has been developed for calculating the evacuation times for both large regions (e.g. in hurricane prone areas) and areas around facilities (e.g. nuclear ) power, chemical). In the Braidwood Station study, the model simulates the flow of traffic from centroids (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 1985 Highway Capacity Manuals equations to calculate the capacity of b the road network. In addition, vehicle speeds on the road network are computed using the inverse linear relationship between speed and density presented in the Highway l Capacity Manual. l l j The IDYNEV model has been extensively used for other evacuation studies similar to the ; Braidwood Station study. The results of these studies have been reviewed by the appropriate local, state and federal authorities. p The IDYNEV model allows a detailed evacuation road network to be analyzed by utilizing an area specific data base, which includes link (road segment) length, capacity, number of lanes, intersection configuration, traffic controls, signal timing, turning lanes, and direction of turns. This data is used to determine road network capacity and g direction of traffic flow. The evacuation road network is discussed in Section 5. Additional input data is used by the model to derive vehicle loading rates for each primary evacuation zone. Vehicles are entered at specific points (centroids or entry nodes) on the network and their loading rates varied with time. Therefore, the vehicle 3 loading rate is tailored to match actual population centers and time distributions of 3 4 42
4 BRAIDWOOD STATION ETE REV. 2, 09/94 4 the public's response to notification. This notification response was approximated by a probability distribution of the public's reaction time during an evacuation and is discussed in detail in Section 4.1.2. e IDYNEV also uses dynamic route choice, which means that vehicle turning movements at individual intersections are changed with traffic conditions to reduce the number of vehicles that have turned onto a congested roadway. Appendix A discusses the IDYNEV model in greater detail. s .,+g u)
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4 BRAIDWOOD STATION ETE REV. 2, 09S4 4 4.1.2 Public Response Times and Network Loading Rates The range and variation of public reaction to evacuation notification were described by a probability distribution of response times. This response time distribution was derived by combining the response time distributions for several smaller components or events of the public response to the evacuation notification process. These components are as follows: o Receive Warning -- the time period between the activation of the prompt public notification system and the receipt by the public of the message to evacuate; y o leave Work -- the time period required for employees to leave work and travel to their vehicles; o Travel from Work to Home -- the time period required to drive from worbo home; and o Prepare Home fo Evacuation -- the time period required to gather essential belongings and prepare home for absence. Total mobilization times were determined by combining these components for each evacuation scenario. The range and average public response times for each of the above events are shown in Table 4-1. These response times were reviewed by Grundy, Will, and Kankakee County and State ofIllinois EMA officials. O n k 4-4 J l
BRAIDWOODSTATION ETE REV. 2, 09/94 S A normal distribution was assumed for the time span of these individual components. Normal distribution represents the situation in which most persons respond in the average time for a given event, while fewer individuals respond earlier and later than the average time. Therefore, the cumulative probability distribution of each of these components is J an "S" shaped curve. The curves were derived by using standard mathematical techniques based on NUREG-0654/ FEMA-REP-1, Rev.1, Appendix 4(1), recommendations. ] Figttre 4-1 presents the distribution curves used for this study. Nighttime curves have been derived by combining two components: Receive Warning and Prepare Home for Evacuation. Daytime curves were derived by combining four components: Receive Warning, leave Work, Travel Home, and Prepare Home for Evacuation. The cumulative distribution of these diherent components, when combined, has an "S" 3 shaped curve,similar to the curves for the individual components, and represents the spectrum of public response times. These public response time curves were used to determine the rate and time for vehicle 3 loading onto the evacuation road network. 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 the percentage and times outlined in g the public response time curves. It should be noted that during the course of developing these public response times, this study assessed the employment center shut down times for the major employers 3 0 m v 4-5 n y
BRAIDWOOD STATION ETE REV. 2, 09/94 in the EPZ as listed in Table 3-3. Of the 13 employers listed, all were found to have estimated shut down times of 30 minutes or less with the possible exceptions of Commonwealth Edison's Collins Station and Alliant Tech Systems where essential pusonnel might require I to 2 hours mobilization time.
]
Since the response times of the rnajor employers are still within the cumulative public response time for all evacuation scenarios, no modification of the public response curves because of the employment center shut down times is necessary or appropriate. ,) J 9 J J 4 4-6 J
O BRAIDWOOD STATION ETE REV. 2, 09/94 4.1.3 Assumptions Used in Developing the Evacuation Time Estimates
- The prompt public notification system, which utilizes sirens will be used. In accordance with this system,it is assumed the Braidwood 4
Station EPZ population will be notified within 15 minutes.
- Evacuation network roads will be passable.
I~' - Persons within the EPZ, when instructed to evacuate, willleave. People in the outer primary evacuation zones will not evacuate when an inner
, primary evacuation zone is the only zone recommended to be evacuated, u
Adequateiransportation will be available for recreational areas.
,, - Evacuation of special facilities will occur simultaneously with the general ~'
population.
- Traffic rules and controls will be obeyed, and only the proper travel lane will be used (not shoulders or opposing flow lanes). Traffic lights will be functioning 0 normally or traffic control officers will be stationed at the location of non functioning traffic lights.
No major traffic will be on the road network prior to the start of an evacuation. 4-7 3
BRAIDWOOD STATION ETE i REV. 2, 09/94 l 1 l 3 - Appropriate traffic and access control points will be manned. j i
- Roadway capacities will be reduced to 80 percent of normal weather capacity during adverse weather (5,6). Adverse weather conditions are ;
) those that may impair visibility and/or traction such as light snow, icing, rain, or fog. 1 I
- Private vehicles will be the primary mode of evacuation.
J .
- Only one vehicle per household will be used in an evacuation.
(1990 Census persons per household factors for townships eistirely or partially within , the EPZ(10) were used). ]
- One vehicle per two visitors at clubs or facility specific factors will be l used in an evacuation.
O - One vehicle per employee at major employers or facility specific factors will be used in an evacuation. t
- Boats will moor and the occupants will then evacuate by car with one O vehicle allotted per boat.
i
- One vehicle per campsite or facility specific factors at recreational !
areas will be used for evacuation. O ; People without vehicles will receive rides from either neighbors or designated public service vehicles in accordance with the Standard i Operating Procedures contained in IPRA - Braidwood Volume VII. S' (Since there are few public transportation systems in the Braidwood i a: i 48 9 : i
+
BRAIDWOOD STATION ETE REV. 2. 09/94 D Station EPZ, residents without vehicles would likely have developed some transportation options for general daily use and movements. Additionally, Standard Operating Procedure 7-SOP-8 ofIPRA-Braidwood, Volume VII(8) has a number of mechanisms for providing transportation assistance to individuals and/or groups during an emergency. IPRA-Braidwood Volume VII also has in place 7-SOP-12 by which a Mobility Impaired Transportation List for the Braidwood Stadon EPZ has been developed and is maintained by Grundy, Will, and Kankakee County officials so as to be available during an emergency.) l D D D D D 9 4-9 9
BRAIDWOOD STATION LTE REV. 2, 09/94 4.2 SPECIAL FACILITIES EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS In addition to an estimate of the time required to evacuate the general population, 3 NUREG-0654, Appendix 4 requires that separate estimates be made of the times required to evacuate special facilities within the EPZ. Special facilities selected to be analyzed in this study include schools, nursing homes, day care facilities, and senior citizen centers in the Braidwood Station EPZ. The separate evacuation time estimates for these special g facilities are presented in Section 6.2. Special facility evacuation time estimates include notification, mobilization time for obtaining transportation, time for loading persons into vehicles, and the travel times out of the EPZ. Appropriate mobilization and loading times for the special facilities 3 evaluated in this study have been obtained from field survey work. Travel time out of the EPZ has been estimated in accordance with the average vehicle , travel speeds calculated by the IDYNEV model along the appropriate evacuation route. J Data for these estimates have been considered in accordance with the general population evacuation simulations for the full EPZ winter daytime scenario for both normal and adverse weather conditions. The winter simulations were used for the special facility n evacuation time estimate analyses since the winter period is concurrent with the school a year, which is when all of the identified special facilities would be in operation. The mobilization time estimates for each special facility were combined with the travel time out of the EPZ to calculate the total special facility evacuation time. Evacuation time -, estimates are presented in Section 6.2 for the Braidwood Station EPZ schools, nursing a home, day care facilities, and senior citizen centers. n 4) 4-10 0
E BRAIDWOOD STATION ETE I REV. 2, 09/94 4.3 SPECIAL EVENT EVACUATION TIME ESTIMATE METHODOLOGY AND : ASSUMPTIONS The evacuation time estimates for the special event analyses as defined in Section 3.4 , were calculated using the IDYNEV computerized traffic simulation model(2) discussed 3 in Section 4.1. ; i l B : [ I i-f
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I BRAIDWOOD STATION ETE REV.2. 09/94 G TABLE 4-1 PUBLIC RESPONSE TIME ESTIMATES (1) Average Time Range of Component for Component (2) Times (3) Commnent (in minutes) (in minutes) Receive Warning (4) 7.5 0-15 Leave Work (5) 15 0-30 Travel Home (5)
, Normal Weather 30 0-60 Adverse Weather (6) 45 0-90 Prepare Home for Evacuation 30 0-60 "! NOTES.
(1) Reviewed by Will, Grundy, and Kankakee County and State ofIllinois EMA Officials. (2) See Figure 4-1 for public response distribution curves. (3) This range implies that some people will initiate the identified event within the lower range of the compoacnt time while others willinitiate the event within the upper range of the component time. $ (4) De Braidwood Station EPZ population will predominantly be notified within 15 minutes. (5) Daytime evacuation scenarios only. (6) Based on a reduced adverse weather road capacity and speed factors of 0.8. -) m ? J
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BRAIDWOOD STATION ETE REV. 2. 09/94 SECTION 5 EVACUATION ROAD NETWORK DESCRIPTION 5.1 ROAD NETWORK DEFINITION D The series of roads designated to evacuate the Plume Exposure Pathway Emergency Planning Zone (EPZ)is called the evacuation road network. The network includes major arterial and collector roads. The major intersections have be,n assigned numbers as nodes in the network. The road segments between these nodes are called links. Figure 5-1 illustrates the seri:s oflinks and nodes that represent the evacuation road network for the Braidwood Station EPZ. Appendix B presents the locadon 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 Braidwood Station EPZ, have been numbered in the 8000's. This evacuation road network has been derived from official Illinois Department of 9 Transportation maps and has been field verified by road data collection. The evacuation network has been reviewed by Will, Grundy, and Kankakee County and State of Illinois EMA officials. O O 5-1
E BRAIDWOOD STATION ETE REV. 2, 09/94 8 5.2 ROAD CAPACITIES AND CLASSIFICATIONS The IDYNEV model uses field data including numbers and types of lanes, travel speeds, and intersection configurations to calculate the capacity of each of the links and nodes in the evacuation network. The specific capacities and classifications of each road and intersection in the evacuation network are referenced in Appendix C. The majority of the roads in this study have been classified as rural undivided highways, with a few limited g access expressways and two lane roads. ]
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& BRAIDWOOD STATION ETE REY. 2, 09/94 SECTION 6 EVACUATION TIME ESTIMATES
~
6.1 GENERAL PUBLIC EVACUATION TIMES Evacuation time estimates for the general public, including mobilization and travel times, were calculated using the IDYNEV model for the various combinations of the nine evacuation study areas that have been discussed in Section 2. Each of the eleven primary evacuation zones was analyzed for the various population combinations associated with summer and winter, day and night times, and normal and adverse weather conditions. Thus, a total of eighty-eight evacuation scenarios were considered in this evacuation time estimate study. Tables 6-1 and 6-2 present the evacuation time estimates for these IDYNEV calculations for each primary evacuation zone. Evacuation time estimates for downwind (keyhole) sectors are presented in Appendix D. U The IDYNEV model results show that the summer and winter evacuation time estimates for all primary evacuation zones do not differ significantly. Under normal weather conditions, evacuation of the full EPZ takes 185 minutes for the daytime scenario and 125 minutes for the nighttime scenario. For adverse weather conditions, the evacuation i time estimates are 215 minutes during the day, and 140 minutes at night for the full EPZ scenario. During normal weather conditions, the evacuation times for the 0-10 mile evacuation o zones range from 180 to 185 minutes during the daytime to 115 to 125 minutes for the nighttime condition. The adverse weather time estimates range from 210 to 215 minutes during the day and 120 to 140 minutes during the night. D 0 6-1 m d
BRAIDWOODSTATION ETE REV. 2, 0994 D The evacuation time estimates for the five 0-5 mile evacuation zones in normal weather i for the daytime range from 175 to 180 minutes and for the nighttime evacuation range from 100 to 115 minutes. The adverse weather condition evacuation time estimates for the five 0-5 mile evacuation zones during the day range from 205 to 210 minutes, and at 3 night range from 105 to 120 minutes. The evacuation time estimates in normal weather for the 0-2 mile evacuation zone are 175 minutes for the daytime and 100 minutes at night. During adverse weather, j g evacuation time estimates for the 0-2 mile zone are 205 minutes during the day and 105 minutes at night. For the eighty-eight baseline evacuation scenarios, the IDYNEV model results indicate J that for most of the 2 mile,5 mile,10 mile, and full EPZ evacuation scenarios, there would be onif temporary traffic queuing (back up) at a small number oflocations along j the evacuation road network. The total times estimated for evacuation are in most cases ; (with the pos::ible exception of a number of nighttime scenarios), however, only slightly > D longer than the total public response time plus the tima for the last vehicle to exit the evacuation area. D 9 D 6-2 9 ~ - .
BRAIDWOOD STATION ETE ' REV. 2, 09/94 3 6.2 - SPECIAL FACILITIES EVACUATION TIMES In addition to an estimate of the time required to evacuate the general population, j NUREG-0654, Appendix 4 requires that separate estimates be made of the times required to evacuate special facilities within the EPZ. The special facilities analyzed in this study include schools and health care facilities in the Braidwood Station EPZ. The analysis is j based on facility-specific Standard Operating Procedtires developed in conjunction with and in support of the Illinois Plan for Radiological Accidents (IPRA), Braidwood ) ' Volume VII. l (It is important to note that this study presents representative time frames for a range of seasonal, diurnal, and weather conditions for the evacuation of various areas around the Braidwood Station once a decision has been made to evacuate; while the Braidwood Volume ofIPRA is the detailed emergency operations plan for the Braidwood Station , EPZ.) J Each of the Braidwood Station EPZ special facilities to be analyzed was surveyed i between July 1992 and January 1994 by CECO planning personnel to determine facility , populations, transportation requirements, and mobilization times. Table 6-3 presents the necessary population and facility mobilization data compiled for the schools, day care ). centers, and health care facilities within the Braidwood Station EPZ. t ) I i 6-3 { ) ,
h BRAIDWOOD STATION ETE REV. 2, 09/94 Based on the compiled survey data, special facility evacuation time estimates including notification, mobilization time for obtaining transportation, time for loading persons into vehicles, and the travel time out of the EPZ were determined. Travel time out of the EPZ has been estimated in accordance with the average vehicle speeds calculated by the g IDYNEV model along the appropriate evacuation routes. The total estimated evacuation times for the special facilities within the Braidwood Station EPZ are presented in Table 6-3. D Data for these estimates were consistent with the general population evacuation simulations for the full EPZ winter daytime scenarios for both normal and adverse weather conditions. The winter simulation was used as the basis for the special facility evacuation time estimate analysis since the winter period is concurrent with the school year when all the special facilities are in operation. The mobilization and loading time estimates for each special facility were combined with the estimated travel times out of the EPZ to determine the total special facility evacuation time. D These special facility evacuation time estimates represent times that county and municipal emergency management personnel could reasonably expect to occur subsequent to activation of their Emergency Operation Centers (EOC) and implementation of their respective Standard Operating Procedures (SOP). The special k facility evacuation time estimates demonstrate that it can be expected that all of the special facilities can be evacu ited within the same time frame as that for the general population. D p p 6-4 0
b BRAIDWOOD STATION ETE REV. 2. 09/94 > 6.3 SPECIAL EVENTS EVACUATION TIMES Special Event evacuation times were considered in a special evacuation sensidvity analysis of peak transient populations at recreation areas within the EPZ as could be associated with a major st'mmer holiday weekend. This analysis was performed to determine the sensitivity of the evacuation time estimates to a significant increase in the recreation area populations, as discussed in Section 3.4. In generating the special evacuation sensitivity analysis, the transient population data for recreational areas within W the EPZ, as identified in Table 3-2, were conservatively increased by 150 to 1,500 percent of the normal summer weekend population estimates. The results of this special evacuation sensitivity analysis of transient populations at the recreation areas within the EPZ produced an evacuation time estimate of 195 minutes. This time is oilly 10 minutes longer than that estimated in the full EPZ summer day, normal weather general population scenario. It is important to note that, due to the excess roadway capacity in relation to estimated vehicle demand, the evacuation time ~' estimates are relatively insensitive to changes in population. 0 0 D 6-5 O
I g5
-- BRAIDWOOD STATION ETE KEV. 2, 09/94 t
l 3 b t 6.4 EVACUATION CONFIRMATION TIMES . Evacuation confirmation time, as defined by NUREG-0654, is the time required g for emergency service vehicles to traverse the raads within the primary evacuation zones ! to confirm that all persons desiring to evacuate have done so. The evacuation j confinnation times have been estimated by assuming that emergency r,c4vice vehicles ; will drive the evacuated areas, road by road, similar to the mobile alerting activity. Based on discussions with State of Illinois EM A and Will, Grundy, and Kankakee
,)
- County officials, a sufficient number of vehicles are expected to be available for ,
confirmation of evacuation. The time estimates for evacuation confirmation are presented in Table 6-4. ! i ) '
+
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1 o- l l i 6-6 O t
O' 4 Q U T U W G W F F
- ERAIDWOOD STATION ETE -
REV.2. 09/94 TABLE 6-1
SUMMARY
OF EVACUATION TIME ES11 MATES SUMMER j General Public Evacuation Times (in minutes) (3) Primary Population (2) Vehicles Daytime Ninhttime Evacuation Zone (2) Daytime Nighttime Daytime Nichttime Normal Adverse Normal Adverse 0-2 mile [t] 758I 5524 2859 2052 175 205 100 105 0-5 mile [1,2] 11194 8477 4184 3105 175 205 100 105 0-5 mile [~. 3] 890$ 6635 3442 2453 175 205 100 105 0-S mile [1,4] 8499 6282 3211 2337 175 205 100 105 0-5 mile [1.5] 17459 14461 7022 5660 180 210 115 120
- 0-S mite ll-5] 23313 19283 9282 7399 180 210 115 120 0-10 mile [1-$.6] 31071 24975 1290$ 9857 I85 210 115 120 0-10 mile [1-5.7] 27424 23168 10823 8747 180 210 115 120 0-10 mile [1-5,8] 24502 20627 9725 7842 180 210 115 120 0-10 mile [I-5,9] 28437 23082 11565 8895 185 215 125 140 0-10 mile [1-9] (4) 41495 34003 17171 13144 185 215 125 140 NOTES
(1) See Figure 2-1 for evacuation sub-area locations. (Note: The 0-10 mile pnmary evacuation zones include the full 0-5 mile pnmary evacuation zone. (2) Population is composed of permanent population and applicable transient and special facilities populatens as discussed in Section 3.1. (3) All times have been rounded to the neastst five minutes-(4) Full EPZ [1-9] Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev.1. This analysis verifies the appropnateness of the selection of the primary evacuation mone boundanes used in the other analyses. 1 of1
V U U V 1V- U' U. -U- EU. '\/; C
~
BRAIDWOODSTA110N EE REV.2, 09/94 TABLE 6-2
SUMMARY
OF EVACUATION TIME ESTIMATES WINITR , i General Public Evacuation Times (in minutes) (3) Primary Population (2) Vehicles Daytimc Nichttime Evacuation Zone (2) Daytime Nichttime Daytime Nichttime Normal Adverse Normal Adverse 0-2 mile [l} 7631 5411 2558 2004 175 205 100 105 0-5 mile [1,2] 8321 6026 2840 2252 175 205 100 105 0-5 mile [I.3] 8857 6222 3073 2305 175 205 100 105 0-S mile [l.4] 8357 6119 2834 2272 175 205 100 105 0-S mile [1.5] 19016 14211 6592 5561 180 210 115 120 0-5 mile [1-5] 21658 16345 7665 6378 180 210 115 120 0-10 mile [1-5,6] 30165 21747 11156 8691 185 210 115 120 0-10 mile [1-5,7] 25394 19885 9081 7611 180 210 115 120 0-10 mile [1-5,8j 23002 17689 8134 6821 180 210 115 120 0-10 mile [l-5,9] 26276 20144 9539 7874 185 215 125 140 0-10 mile [1-9](4) 39863 30430 14915 11863 185 215 125 140 NOTES (1) See Figure 2-1 for evacuation sub-area locations. (Note: The 0-10 mile prunary evacuauon zones include the full 0-5 mile pnmary evacuation zone. (2) Population is composed of permanent population and applicable transient and special facilities populanons as discussed in Section 3.1. (3) All times have been rounded to the nearest five minutes. (4) Full EPZ [1-9] Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev.1. This analysis verifies the appupRa.as of the selection of the pnmary evacuation zone boundaries used in the other analyses. I of 1
o o 1 % % v o. u 9 W W ERAIDWOOD STATION ETE REV.2. 09/94 TABLE 6-3 SPECIAL FACILITY EVACUATION TIMES Estimated Total EvacuationTime(l) Student / Facility Available/ Required (in minutes) Facility Direction / Sub. Resident Staff Mobilization Transportaion Weather ennaisinns - No. (2) Milc Atta Name of Facility Population Population Time (3) Resources Normal Adverse 104 NNE/1-2 1 Braidwood Elementary 540 80 15-30 min. Own Bus Company. 47 53 Private Vehicles 105 NNE/1-2 i Reed Custer Jr. High 369 45 15-30 min. Own Bus Company. 47 53 Private Vehicles 106 NNEll-2 1 Kerri-Lynn's Preschool 20 4 30 min. Parent Pick-up 47 53 109 NE/1-2 i Reed Custer Community High 490 55 30 min. Own Bus Company. 47 53 Private Vehicles 117 WSW/2-3 i Braceville Elementary 141 21 30 min. Own Bus Company 44 48 302 E/5-6 3 Custer Park Elementary 183 30 2040 min. Own Bus Company 50 54 504 NW/3-4 5 Coal City Elementary 595 55 30 min. Buses (shared) 42 46 505 NW/4-5 5 Mrs. Pidgie's Discovery Home 8 2 10 min. Parent Pick-up 20 24 506 NW/4-5 5 CoalCity High 475 50 30 min. Buses (shared). Private 40 44 Vehicles 1 507 NW/3-4 5 Creative Learning Center 16 4 5 miro Private Vehicles 17 21 Pre-school / Day Care Page 1 of 3 l l_ _ _ _ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _
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F , W BRAIDWOOD STA110N ETE - REV.2. 09S4 i TABLE 6-3(cont.) ,
.r t
E9i==W Total Evacuation T'u ne(l) ' Student / Facility Available/ Required (in minutes) Facility Direction / Sub- Resident Staff Mobilization Transportamn Weather Condations No. (2) Milc Aga Name of Facility Population Populaten Resources Nonnal Adverse
; Time (3) q 508 NW/3-4 5 Grundy County Senior 30 3 10 min. Private Vehicles '22 -26 Services Club 510 NW/4-5 5 Coal City Middle 505 51 30 min. Buses (shared). Private 40- .44' ,
Vehicles 511 NW/4-5 5 United Methodist Day Care 20 8 2 hrs. Private Vehicles 130 134 514 SW/5-6 5 Southeastern Grundy Senior 20 2 5 min. Private Vehicles 14 16 Center 515 SW/5-6 5 Gardner Grade 216 20 30 min. Turner Bus Company 39 41 4 516 SW/5-6 5 Gardner-So. Wilmington 192- 26 30 min. Tumer Bus Company 39 41 Township High Private Vehicles 519 SSW/5-6 5 So. Wilmington Grade 120 10 15-45 min. District Bus (1) 54 56 605 NE/6-7 6 LJ.Stevens Middle 330 35 35-50 min. Ryder Bus 57 59 606 NFJ6-7 6 Wilmington High 441 47 30-45 min. Ryder Bus, Private . 52 54 Vehicles
'l 607 NFJ6-7 6 Saint Rose 201 18 30-45 min. Ryder Bus 52 54 608 NE/6-7 6 Booth Central 400 40 30-45 min. Ryder Bus 52 54 Page 2 of 3 - _ , . ~ _ _ _ ._ .. . . - ~ _ . _ . . - _ ~ . , . . . _ . _ . . . . _ . _ _ . _ _ . _ __ _ __ __ _._._.__ __.____
_ . _ _ _ - ~ _ _ _ _
Q U O V T G U V F F BRAIDWOOD STATION E711 REV. 2, 09/94 TABLE 6-3 (cont.) Estimated Total Evacuation Time (l) Student / Facility Available/ Required (in minutes) Facility Direction / Sub- Resident Staff Mobilization Transportaion Weather Conditions M 2] MilC Att;t Name of Facility Population Ponulation Time (3) Resources Nonnal Adverse 609 NFJ6-7 6 Grace Lutheran Church Pre- 19 7 5 min. Parent Pick-up or 12 14 School Church Bus 612 NE/5-6 3 Royal Willow Nursing flome 125 25-125 60 min. Buses, Ambulances 69 71 703 NE/5-6 6 Christian Living Academy 88 12 20 min. Church Bus, Private 29 31 Vehicles, Parent Pick-up 704 NE/5-6 6 Bruning Elementary 300 30 40-55 min. Ryder Bus 64 66 803 S/IO 8 Reddick Elementary 132 23 5-10 min. l{crscher Bus, Private 12 12 Vehicle 911 W/IO 9 MVK School (Mazon School) 400 40 30-45 min. "Olson" Buses 47 47 NOTES: (1) Times rounded to the nearest minute. (2) See Figures 3-11 and 3-13 for facility locations. (3) includes the time to leave the facility and board available vehicles for departure. Page 3 of 3
BRAIDWOOD STATION ETE REV. 2, 09/94 b TABLE 6-4 EVACUATION CONFIRM ATION TIMES BY PRIMARY EVACUATION ZONE (1) b Primary Evacuation Zone (2) Evacuation Confirmation 'Iimg_{3) 0 2 mile [1] 40 0-5 mile [1,2] 40 b 0-5 mile [1,3] 40 0-5 mile [1,4] 50 0-5 mile [1,5) 70 0-5 mile [1-5] 70 0-10 mile [1-5,6] 70 0-10 mile [1-5,7] 80 $ 0-10 mile [1-5,8] 100 0-10 mile [l-5,91 130 0-10 mile [1-9](4) 130 ) NOTES-(1) Evacuation confirmation times are required by NUREG-0654, Appendix 4. (2) See Figure 2-1 for evacuation sub-area locations which comprise the primary evacuation zones. (3) Evacuation confirmation times have been rounded to the nearest 10 minutes. (4) Full EPZ [1-9] Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG- ) 0654/ FEMA REP-1, Rev.1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses. D e D 1 of I
g- . BRAIDWOODSTATION ETE j REV. 2, 09/94 g SECTION 7 CONCLUSIONS AND RECOMMENDATIONS g
7.1 CONCLUSION
S Based upon this evacuation tim estimate study, the entire population within the Plume Exposure Pathway Emergency Planning Zone (EPZ) for Braidwood Station (including g ' the general public and special facilities) could be evacuated in 3 to 3 3/4 hours in most situations. The longest daytime evacuation time estimate for the EPZ in normal weather is 185 minutes; tiie longest daytime adverse weather evacuation time estimate for the EPZ is 215 minutes. The longest nighttime evacuation time estimate for the EPZ in i normal weather is 125 minutes; the longest nighttime adverse weather evacuation time g 1 estimate for the EPZ is 140 minutes. . Given the distribution of public response times used in loading vehicles onto the evacuation network, the evacuation time estimates for the eighty-eight bareline 3 evacuation scenarios are only slightly longer than the total public response time plus the , travel time necessary to drive out of the EPZ under normal and adverse weather i conditions. It should be noted, however, that for one of the 0-5 mile evacuation zones l [1,5], the evacuation time estimates for both daytime and nighttime scenarios are slightly . P longer than the corresponding evacuation time estimates for the other three 0-5 mile evacuation zones. The evacuation zone s.ith the longer evacuation time estimates principally include the Coal City area.
- O L
I o 7-1
BRAIDWOOD STATION ETE REV. 2, 09/94 ,
, f The IDYNEV model results indicate that traffic queuing does occur in Coal City principally along Route 113 for all evacuation scenarios including this area. Model !
results also predict traffic queuing along Route 53 near the intersection of Route 102 in g Wilmington, at the juncture of Route 129 and U.S.155 north of Braidwood, and along j Pine Bluff Road in the vicinities of Jugtown Road and Route 47 as shown on Figure 7-1. ! This traffic queuing is due to the relatively large number of vehicles entering the evacuation road network in the vicinities of Coal City, Wilmington, and Braidwood in a ; g relatively short time period. For all daytime and nighttime scenarios the effect of this queuing is negligible. Under i both normal and adverse weather nighttime scenarios, however, these delays in traffic , flow due to the congestion were found to result in an increase in total evacuation time : over the shortest times by between 25 and 35 minutes. f In addition, some temporal traffic queung under the short term nighttime scenarios has been predicted in Braceville and Gardner. Due to the short term nature of this 7 congestion, no effect on the overall predicted evacuation time was observed. P t O : i P : i Q
~2 O .
BRAIDWOOD STATION ETE REV. 2, 09/94 h 7.2 RECOMMENDATIONS As discussed in Section 7.1, the results of the evacuation time estimate study predict that the evacuation times are only slightly longer than the total public response time plus the time necessary to drive out of the EPZ. Thus, special traffic control measures will not significantly reduce th overall predicted evacuation times. However, special traffic control measures could be considered to alleviate the potential traffic predicted at the g following points of congestion:
. Along Route 113 in Coal City
. Along Route 53 (Baltimore Street) near Route 102 in Wilmington
. At the jun~cture of U.S.155 and Route 129 north of Braidwood
. Along Pine Bluff Road in the vicinities of Jugtown Road and Route 47 It should be noted that the nature of the above referenced traffic congestion is dependent on the evacuation scenario being examined, and as such, the implementation of any recommended traffic control measures should be in accordance with Traffic and Access E Control Standard Operating Procedure for IPR A, Braidwood Volume VII, and the actual traffic flow situation encountered.
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"" ^ """" Interstate Highways
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$M 7$id[ 2 i , Other Roads wr gg/ / / Rail Roads Nk [ - vacu i n Study Area YA LD r $ \
. V IDENilflED LOCAil0NS Of POTENilAL WAJOR QUEUING
- 1. U.S. 1-55 North of Route 129
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- 4. Pine Bluff Road and Juglown Road
( 3 5. Pine Bluff Road and Route 47 Ph( I J, ' f7 APERTURE CARD h ' Also Availab!c on u Aperture Card ; I 5k _.
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BIMIDWOOD STATION ETE REV. 2, 09/94 REFERENCES D
- 1. Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants, NUREG 0654/ FEMA-REP-1, Rev.1, Appendix 4, U.S. Nuclear Regulatory a Commission and Federal Emergency Management Agency, November 1980.
~
- 2. IDYNEV - Interactive Dynamic Evacuation Model User's Manual, IEMIS Version 3.0, Federal Emergency Management Agency, February 1990.
- 3. Highway Capacity Manual, Highway Research Board, Highway Research Board of the Division of Engineering and Industrial
, Research, National Academy of Sciences - National Research Council, Washington, DC,1985.
- 4. Interim Material on Highway Capacity, Transportation Research Board, Circular 212,1980.
- 5. State of the Art in Evacuation Time Estimate Studies for Nuclear Power Plants,
, NUREG/CR-4831, PNL-7776, Pacific Northwest Laboratory, Prepared for Division of Radiation Protection and Emergency Preparedness, Office of Nuclear Reactor Regulation, U.S. Nuclear Regulatory Commission, Prepared by T.E. Urbanik et al., March 1992.
- 6. Testimony of Dr. Thomas Urbanik II on League and Daare/ Safe Consolidated Emergency Planning Contentions 2(c),2(e), and 2(k)
J before the Atomic Safety and Licensing Board, in the matter of Commonwealth Edison Company (Byron Station, Units 1 and 2), Docket Nos. 50-454, 50-455.
- 7. Local Climatological Data-1976, Peoria, Illinois, U.S. Department of Commerce, National Oceanic and Atmospheric Administration.
') 8. Illinois Plan for Radiological Accidents (IPRA), Braidwood Volume VII, Revision,01-94.
- 9. U.S. Bureau of the Census,1990 Census of Population and Housing, Summary Characteristics for Governmental Units in Grundy, Will, and Kankakee Counties (and subsequent field survey data).
p 10. U.S. Bureau of the Census,1990 Census of Population and Housing, Provisional Estimates of Social, Economic, and Housing Characteristics. i l R-1 1 0
b' BRAIDWOODSTATION ETE : REV. 2, 09/94 ; i
- 1 APPENDIX A }
DESCRIPTION OF IEMIS/IDYNEV COMPUTER MODEL : h
?
I-i; l 0 : I l O 9 1
BRAIDWOOD STATION ETE REV. 2. 09/94 APPENDIX A DESCRIPTION OF IEMIS/IDYNEV COMPUTER MODEL The Integrated Emergency Management Information System (IEMIS) is a computer system for helping civil authorities at all levels of government with emergency planning, exercises, and response. y IEMIS combines state of the art communications, computer simulations, and color graphics to support decision-making in emergency management. IEMIS integrates conventional emergency response resources with new capabilities for use by single users or coordinated groups. The Federal Emergency Management Agency (FEMA) created IEMIS as a component of a comprehensive National Emergency Management System (NEMS). 3 EXERCISE EVALUATION AND SIMULATION FACILITY (EESF) The Exercischvaluation and Simulation Facility (EESF), was developed to simulate evacuations for emergency planning purposes. It provides a capability for evaluating l radiological emergency plans, exercises, and preparedness around nuclear power plants. The EESFis an integrated collection of computer-based tools that simulate and report events related to an evacuation of populations. EESF combines computer modeling capabilities with map information and interactive color graphics displays. These capabilities work together to provide tailored results which can be designed around the various scenarios C discussed in NUREG-0654, FEM A REP-1, Rev.1, Appendix 4. EVACUATION MODEL (IDYNEV) The evacuation modelis called IDYNEV (Interactive Dynamic Network Evacuation). The g model predicts the progress of area evacuations by indicating the changing corditions of population movement over a traffic network. The model produces several measures of evacuation effectiveness: including travel times: vehicle counts; queues and delays; and person throughput over the links (street and road segments); and nodes (intersections) of the network. Various scenarios may be designed and evaluated using this capability. f e A-2
$ BRAIDWOOD STATION f TE REV. 2, 09/54 p APPENDIX A (cont.) The IDYNEV program components are organized as follows: p Road Network Construction IDYNEV Input Processing IDYNEV Simulation Model IDYNEV Capacity Sub model Combined Trip Distribution / Traffic Assignment Model Scenario Construction
)
Road Network Construction The road network used by this modelis created from two sources: The National Map database used by FEMA, and additional data gathered from on location review of J actual / proposed evacuation routes. The National Map database is derived from the 1:2,000,000 scale sectional maps of the National Atlas as distributed by the United States Geological Survey (USGS). This database provides preliminary information about the road networks being studied. The additional data provided by on location surveys are used to update and modify these maps and to provide a more precise representation of the area. ) IDYNEV Inout Processing The physical traffic environment, which must be specified as input to the IDYNEV system, consists of the following features: Y Topology of the roadway system. Geometrics of each roadway component. Channelization of traffic on each roadway component. Motorist behavior which, in aggregate, determines the operational performance of q <ehicles in the system. Circulation pattern of traffic on the roadway system. Specification of the traffic control devices and their operational characteristics. Traffic columns entering and leaving the roadway system. Traffic composition M To provide an efficient framework for defining these specifications, the physical environment is represented as a network comprised of unidirectional links and nodes. The links of the network generally represent urban streets or freeway sections. The nodes of the network generally represent urban intersections or points where a geometric property changes (e.g., a
, lane drop, surface composition or a major mid-block traffic generator).
J A-3 9
$ BRAIDWOODSTATION ETE nev,2, mm $ APPENDIX A (cont.) All simulation models describe time-dependent processes. In particular,IDYNEV y describes the changing conditions that prevail on a system (i.e., network) of roadways. These changing conditions are either endogenous (internal to the system) or exogenous (specified as extemal stimuli in the form of input). IDYNEV Simulation Model Conditions on the roadway are specified in Time Periods (TP) which are further broken down into Time Intervals (TI). Within each TI, the simulation model describes the movement of traffic into, through and out of, each network link. Since it is not always possible to process traffic flow on all feeder links prior to processing the traffic on the overall network links, it is necessary for the program to sweep over all network links repeatedly, (i.e., iterate), within J each TI,in order to provide a consistent synchronous solution. This simulation model allows progressive reports to be generated describing traffic movement, density and congestion throughout the entire simulation period. 3 Traffic congestion is treated explicitly. Vehicles can discharge from a link only if there is available space on the receiving link. If the amount of available space on the receiving link is inadequate, relative to the number of vehicles that want to enter, then the discharge of these vehicles from the feeder links is inhibited appropriately. Under these conditions, queues will grow and extend upstream along a congested path. O Vehicles enter the network from " origins" representing population centers; the generated vehicles are introduced onto the link associated with each such origin. The rate of such trip generation is specified for each origin, during each Time Period. g~ As vehicles are moved along the network, their routes are defined by specified turn percentages for each network link. These turn percentages are usually provided by the output of the Traffic Assignment sub model or,if necessary, as specified input. IDYNEV Capacity Sub model M This sub model is not a simulation model; rather, it computes the value of approach capacity in terms of movement, i.e., specific service rates. As such, this sub model services both the IDYNEV simulator and the Traffic Assignment model. O A-4 l n v
O BRAIDWOODSTATION ETE REv. 2. 09m
, APPENDlX A (cont.)
This sub model consists of three integrated components: p 1. Formulation which calculates the service rates for through vehicles and left-turning vehicles in a lane, given, among other data the proportion of left-turners in the lane.
- 2. Formulation for through vehicle and right-turn service rates.
- 3. Formulation which calculates the lateral deployment of traffic on an approach, yielding the proportion of through and turn vehicles in each lane.
D These three components are exercised in an iterative manner to produce accurate and self-consistent estimates of configurations and for all types of control devices. Combined Trio Distribution / Traffic Assignment Sub model 3 The Combined Trip Distribution / Traffic Assignment model accomplishes two tasks:
- 1. De[ ermines how trips originating at various points both external and internal to a network will be distributed to the various exit points of the network, and
- 2. Determines how traffic between all origin exit (destination) points will actually be
) routed through a network. When the total number of trips produced at each origin and the total capacity of each destination point is provided as specified inputted, the model can then internally allocate trips from each origin to the various destinations.
~
The output of the model is a set oflink-specific turn percentages representing the demands and routing identified by the Trip Distribution / Traffic Assignment process. These turn percentages may then be input to the simulation model to allow the simulation process to commence. q
^'
Scenario Construction To develop cases based on the needs for an evacuation time estimate study, specific information is input. This information includes characterizing anticipated area populations, y time of day, and target vehicle speeds among others. This information provides the necessary s input for running various scenarios. Examples of how this works are as follows: l A-5 J
BRAIDWOOD STATION ETE REV. 2, 09/94 APPENDIX A (cont.)
- To characterize a winter evening during normal weather, information would be input showing populations that would be in their places of residence; little or no concentrations of transient populations, and road speeds would not be inhibited by bad weather.
- To characterize a rainy summer day,information would be input shcwing population decreases at residences, but increases at various work locations, maximum localized transient populations, and target road speeds and road capacities
-; decreased because of the rain.
This information drives the programs which model the population (persons / vehicle) from their points of origin to outside the EPZ toward host areas at the end of the evacuation routes. Periodic reports would be generated during this simulation indicating the status of the
.s evacuation, Special facility populations can also be modeled by this program.
,s. 3
.-') "7 A-6 J
$ BRAIDWOOD STATION ETE nav.2, m s4 Y APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION D 7 .O O O O 9
j BRAIDWOODSTATION ETE REV.2. 09/94 i p APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION (1) l l j Hodg Location l l' State Route 113 and Route 2320 '
.2 Route 113 W and entrance to Route 155 S 3 Route 113 W and entrance to Route 155 N 4 Dewey Street and Division Street ,
5 Route 155 southbound 7 - 7 Route 113 (Division Street) and Broadway i 9 Route 113 (Division Street) and Carbon Hill Road - 10 Carbon Hill Road, McArdle Street Seventh Street, and Rathburn Street , 11 Broadway and McArdel Road l 12 Goose Lake Road and Whitetic Road ! q~ 13 Route 113 (Division Street) and Gorman Street (Route 10) : 14 Route 113 and Route 6 (Higgins Street) ! 15 Route 113 and Route 47 l 16 Higgins Street and Route 6 ! 17 Route 47 and DuPont Road i 18 North Street in Eileen ! g 19 County Route 18 and Route 19 20 County Route 18 at EPZ : 21 Lorenzo Road and Cottage Road l 22 Route 113W and Berta Road i 23 Peart Road and Goose Lake Road ,
- 24. Pine Bluff Road and Goose Lake Road ;
25 Pine Bluff Road (County . Route 19) and Jugtown Road g 26 Entrance to Visitor's Center of Goose Lake Prairie State Natural Area and ; ( Jugtown Road , 27 Route 47 and Pine Bluff Road i 28 Pine Bluff Road and Mazon River Bridge I 29 Pine Bluff Road and School Drive f 30 Lorenzo Road and entrance to 155S ! O 31 Lorenzo Road and entrance to Route 55N : 32 North River Road and entrance to Route 155N .! 33 North River Road and Frontage Road / Route 155S ! 34 CECO Road and Frontage Road ; 35 FAS 304 and entrance to Des Plaines Conservation Area ? 36 State Route 53 and FAS 304 ! O 37 State Route 53 S and FAS 304 ! 38 Route 53 and South Arsenal Road i 39 Frontage Road and EPZ ' 40 Frontage Road (west of Route 155) and Blodgett Road t 41 Route 113 and Smiley Road j 42 Blodgett Road and Harborside Avenue (Will/Grundy County Line) ! O 43 Route 113 and EPZ [ 44 Route 113 W and West River Road ; t f BM O i F
@ BRAIDWOODSTATION ETE aEv.2, mm APPENDIX B (cont.) ) N_cdc Location 45 Route 113 and Essex Road 46 Route 113 and Route 53 47 Route 113 and Route 129 48 Johnson Road and Route 129 ) 49 Johnson Road and Route 53 50 Route 53 (W. Baltimore Street), Fifth Street, and Strip Mine Road 51 Route 53 (W. Baltimore Street) and south First Street 52 Route 102 (Water Street) and Route 53 (Baltimore Street) 53 River Drive and Frontage Road 55 Route 129 and Strip Mine Road 3 56 Wilmington-Peotone and Old Chicago Road 57 Route 102 and Old Chicago Road 58 Route 102 and EPZ 59 Route 53 and Allot Drive 60 Wilmington-Peotone and EPZ - 61 Route 53 and EPZ J 62 Route 102 and Resthaven Road 63 Route 102, Kankakee Street, and Kahler RotA 64 Route 53 and Kankakee Street 65 River Road and Kankakee Street 66 Kankakee Street and Kankakee River Road 67 Route 155 west of Gardner 3 68 Route 129 and Route 155 69 Route 53 and Braidwood Station access road 70 Route 155 north of Kankakee River (Des Plains Conservation) 71 Route 155 near Route 19 (Des Plaines Conservation) 72 Route 155 near (North of) Route 113 (N of Braidwood) 73 Route 155 north of Route 12 (SW of Braidwood) 74 Route 155 south of Route 12 (Braidwood) 75 Route 155 south of Route 272 (Braceville) 76 Route 155 south of Route 293 (Gardner) 77 Route 155 and EPZ 78 Route 155 and EPZ 100 Berta Road and Reed Road C 101 Route 155 and Route 12 102 Kennedy Road and Washington Street 103 Kennedy Road and Division Street 104 Route 113 (Main Street) and South Division Street 105 Braceville Road and Berta Road 106 Bra:eville Road and Mitchell Road @ 107 Mitchell Road and Route 129 108 Mitchell Road and Route 53 109 Route 129 and Carbon Hill Road 110 Route 53 and Storm Road 111 Route 129 and Route 53 112 Route 292 and Route 155 B-3 0 , 4
l E BRAIDWOODSTATION ETE REv.2, m/94 - APPENDIX B (cont.) l O F_cdc Location 113 Gorman Road and Gardner Road 114 Route 47 and Gardner Road , 115 South Broadway and Spring Street g 116 Broadway and Reed Road , 117 Broadway and Braceville Road : 118 Braceville Road and Carbon Hill Road ! I 119 Braceville Road and Gorman Road 120 Braceville Road and Tynan Road 121 Tynan Road and Grand Ridge Road
- 122 Grand Ridge Road and Route 47 i J -
125 Route 53 and Route 129 (End) i 126 Route 53 and Campus Road i 127 Route 53, Storm Road, and South Wilmington Road ! 128 Route 17 and Campus Road 129 Route 17 and Reddick Road
- 130 Route 17 and County Route 20 ,
J 131 Livingston Road and Reddick Road 132 Reddick Road and Lincoln Road 133 Lincoln Road and Rice Road 134 Rice Road and Grundy/Kankakee County Lme F 135 Route 17 and Essex Road , 136 East Street and Main Street !
) 137 Merchants Street and Main Street I 138 Main Street and Route 6 ;
139 Route 17W, County Route 6 (Main Street), and Union Hill Road l' 140 Route 17 and EPZ ' 141 EPZ in Bonfield 142 Route 53 and the entrance to Braidwood Station > 0 143 Route 6 and N4250 : 144 Route 129 and Braceville Road 145 Whitetie Road and Jugtown Road 8001 Route 53 beyond EPZ 8002 Wilmington-Peotone and Symerton Road - 8003 Route 102 and Chippewa Campground entrance O 8004 Route 113 and Will/Kankakee County Line 8005 Smith Avenue and W1000N 8006 Route 17 beyond EPZ 8007 Route 17 beyond EPZ 8008 Campus Road and Route 17 i 8009 Route 53 beyond EPZ O 8010 Route 155 beyond EPZ i 8011 Route 292 (Gardner Road) and Route 47 8012 Grand Ridge Road and Route 47
- 8013 Route 113 and Route 47 8014 Route 47 and County Route 6 l 8015 Route 47 and Pine Bluff Road O j B-4
O BRAIDWOODSTATION ETE REV. 2, 09/94 APPENDIX B (cont.) F_ede location 8016 Frontage Road north of Des Plaines Conservation Area beyond EPZ 8017 155 north of Des Plaines Conservation Area beyond EPZ O Note: (1) See Figure 5-1 for evacuation road network node locations. ] _t O O o L) O v l l 1 l B-5 O l
D BRAIDWOOD STATION ETE REV. 2, 09S4 9 APPENDIX C 8 IDYNEV COMPUTER OUTPUT 3 J O O
- O O
O i i
B BRAIDWOODSTATION ETE REV. 2, 09/94 APPENDIX C KEY TO IDYNEV COMPUTER PRINTOUT D LINK = Link identification number (a.b), where:
- a" is the upstream node number for the associated link, and
- b" is the downstream node number for the associated link.
LENGTH = Link length in hundredths of miles (a-node to b-node) J FULL LANES = Number of full lanes in direction of travel which extend throughout the length of the link. POCKET LANES = Number of lanes in turning pocket, where: L" is the number of lanes in the left turn pocket, and ] - R" is the number of lanes in the right turn pocket. GRADE = The roadway grade in percent. LANE CH ANNELIZATION = Lane channelization codes for lanes 1 through 6, as appropriate, where: Gyh Lnne Channelization Unrestricted ] O (Blank) 1 Left turn vehicles only 2 Buses only 3 Closed 4 Right turn vehicles only n DESTINATION NODES = Downstream nodes, where:
- LEFT" is the downstream node which receives left-teming trafGc from the subject link.
- THROUGH" is the downstream node which receives through traffic from the subject link.
- RIGHT" is the downstream node which receives right-turning traffic from the subject link, and
- DIAGONAL" is the downstream node which receives right (+) or left (-) half-turning traffic from the subject link.
] OPPOSING NODE = The upstream node for an oncoming link which opposes left turning traffic f om the subject link. LOST TIME = The start-up lost time for the first vehicle in a queue (in tenths of seconds). O QUEUE DISCHARGE HEADWAY = The mean queue discharge headway (in tenths of seconds). FREE FLOW SPEED = The desired, attainable, free flow speed for an internal link. O C-2 4
} BRAIDWOOD STATION ETE REV. 2. 09/94 APPENDIX C(cont.) 3 KEY TO IDYNEV COMPUTER PRINTOUT I RTOR CODE = Right turn-on-red code (RTOR) which is set to 0 if RTOR is permitted; and set to 1 if RTOR is prohibited. ) PEDESTRIAN CODE = The pedestrian code describes the intensity of pedestrian traffic impeding turning traffic from the subject link. where: Qgk Pedecrian Vohime 0(Blank) No pedestrian traffic 1 Light pedestrian traffic (100-250 peds /hr.) . , 2 Moderate pedestrian traffic (250-500 peds /hr.) v , 3 IIcavy pedestrian traffic (above 500 peds /hr.)
*****w**** ;. u u ;. u ;.********* ********w ***** u u ;. ;. u ;, ;.****m*m*****m**********mu ***mmu* mumm ***uu,*um **
TDE PERED 1 - EhMN DGA KR REGUE 1 Q ************++,****** ***************************a** u :. u u ;;. ;. u u u u u u :. ;. u ;.u :. m**;. ;. ;a = u u ;.******m*u* m*mu**m*m Emev Ims M IR Gi M IIET Q DIS FREE 9 IBGI FM IUIL LANES 1AE DWI IISINGENNIIS GT. DE 10W. SPD rim FED IN MI*100 L R 1#ES L R GD 123456 IDT'IlfU K1fr DIAG NIE SEC SEE HPil GIE GIE ( 77, 70) 300 0 0 2 00 0 000000 0 68 0 0 0 2.5* 1.8 55 0 0 ( 70, s ) 275 0 0 2 00 0 000000 0 72 0 0 0 2.sa 1.8 55 0 0 ( s, 72) 260 0 0 2 00 0 000000 0 5 0 0 0 2.5* 1.8 55 0 0 ( 72, 5) 40 0 0 2 00 0 000000 0 73 0 0 02.5* 1.8 55 0 0 g ( 5, 73) 195 0 0 2 00 0 000000 0 74 0 0 0 2.5* 1.8 55 0 0 ( 73, 74) 25 0 0 2 00 0 000000 0 75 0 0 0 2.5* 1.8 55 0 0 ( 74, 75) 240 0 0 2 00 0 000000 0 67 0 0 0 2.5* 1.8 55 0 0 ( 75, 67) 390 0 0 2 00 0 000000 0 76 0 0 0 2.5* 1.8 55 0 0 ( 67, 76) 30 0 0 2 00 0 000000 0 78 0 0 0 2.5* 1.8 55 0 0 ( 76, 78) 735 0 0 2 00 0 000000 08010 0 0 02.5* 1.8 55 0 0 g ( 78, 76) 735 0 0 2 00 0 000000 0 67 0 0 0 2.5* 1.8 55 0 0 ( 76, 67) 30 0 0 2 00 0 000000 0 75 0 0 0 2.5* 1.8 55 0 0 ( 67, 75) 390 0 0 2 00 0 000000 0 74 0 0 0 2.5* 1.8 55 0 0 ( 75, 74) 235 0 0 2 00 0 000000 0 73 0 0 0 2.5* 1.8 55 0 0 ( 74, 73) 25 0 0- 2 00 0 000000 0 5 0 0 0 2.5* 1.8 55 0 0 ( 73, 5) 195 0 0 2 00 0 000000 0 72 0 0 0 2.5* 1.8 55 0 0 ,s ( 5, 72) 36 0 0 2 00 0 000000 0 68 0 0 0 2.5* 1.8 55 0 0 > ( 72, 68) 262 0 0 2 00 0 000000 0 71 0 0 0 2.5* 1.8 55 0 0 ( 68, 71) 200 , 0 0 2 00 0 000000 0 70 0 0 0 2.5* 1.8 55 0 0 l ( 71, 70) 75 0 0 2 00 0 000000 0 77 0 0 0 2.5* 1.8 55 0 0 ( 70, 77) 300 0 0 2 00 0 000000 0 8017 0 0 0 2.5* 1.8 55 0 0 1 ( 32, 70) 30 0 0 1 00 0 000000 0 0 0 -77 0 2.5* 2.4 40 0 0 ( 31. 71) 15 0 0 1 00 0 000000 0 0 0 -70 0 2.5* 2.4 40 0 0 ,
- l C-3 O i
3 BRAIDWOODSTATION ETE REV. 2. 09S4 l APPENDIX C(cont.) 9 ( 3', 72) 15 0 0 1 00 0 000000 0 0 0 -68 0 2.5* 2.4 40 0 0 I ( 2, 5) 15 0 0 1 00 0 000000 0 0 0 -73 0 2.5 2.4 40 0 0 ( 6, 73) 10 0 0 1 00 0 000000 0 0 0 -5 0 2.5* 2.4 40 0 0
.( 101, 74) 20 0 0 1 00 0 000000 0 0 0 -75 'O 2.5* 2.4 40 0 0 ,
( 112, 76) 20 0 0 1 00 0 000000 0 0 0 -78 0 2.5* 2.4 40 0 0 D ( 69, 142) 67 0 0 1 00 0 000000 0 46 0 0 02.5*-2.2 50 0 0 L ( 142, 69) 67 0 0 1 00 0 000000 0 108 0 0 0 2.5* 2.2 50 0 0 ( 69, 108) 222 0 0 1 00 0 000000 0 110 0 0 0 2.5* 2.2 50 0 0 ( 1 , 110) 206 0 0 1 00 0 000000 0 127 0 0 0 2.5* 2.2 50 0 0 (110,127) 65 0 0 1 00 0 000000 0 123 126 0 0 2.5* 2.3 45 0 0 (127,126) 50 0 0 1 00 0 000000 128 125 0 0 0 2.5* 2.3 40 0 0 3 (126,125) 45 0 0 1 00 0 000000 124 0 0 111 02.5* 2.3 40 0 0 ( 125, in) 20 0 0 1 00 0 000000 112 0 0 0 0 2.5* 2.3 40 0 0 (111,112) 30 0 0 1 00 0 000000 76 ID 0 0 0 2.5* 2.2 45 0 0 (112,ID) 80 0 0 1 00 0 000000 0 114 0 0 0 2.5* 2.0 55 0 0 (10,114) 400 0 0 1 00 0 000000 0 8011 0 0 0 2.5* 2.0 55 0 0 (126,128) 595 0 0 1 00 0 000000 0 8008 0 0 0 2.5* 2.2 55 0 0 (127,123) 80 0 0 1 00 0 000000 133 0 0 0 02.5* 2.2 50 0 3
) (123,133) 170 0 0 1 00 0 000000 0 D4 132 0 0 2.5* 2.2 55 0 0
( D3,132) 200 0 0 1 00 0 000000 131 0 0 0 0 2.5* 2.2 50 0 0 ( 132, D 1) 200 0 0 1 00 0 000000 130 0 0 0 0 2.5* 2.2 50 0 0 ( D1, 130) 105 0 0 1 00 0 000000 0 135 129 0 0 2.5* 2.2 50 0 0 ; ( D o, 129) 127 0 0 1 00 0 000000 0 8007 0 0 0 2.5* 2.0 55 0 0
, (125,124) 625 0 0 1 00 0 000000 0 8009 0 0 0 2.5* 2.0 55 0 0
> ( DD,135) 350 0 0 1 00 0 000000 0 139 0 0 0 2.5* 2.0 55 0 0 ; HMU IRS (UN.) ; aTlacm nT 1mr oDIs nuE D laca m a n IRus lac om asr a m i m s er. m m . seo e Ptn IN HI*100 L R IRIS L R GD 123456 IH T M M DIAG M E E IfH MM ( B5,139) 200 0 0 1 00 0 000000 0 140 0 0 0 2.5* 2.0 55 0 0 ( D9,140) 500 0 0 1 00 0 000000 0 8006 0 0 0 2.5* 2.0 55 0 0 i ( B4, 133) 100 0 0 1 00 0 000000 132 0 0 0 0 2.5* 2.4 35 0 0 ( 133, D 4) 100 0 0 1 00 0 000000 0 D7 0 0 0 2.5* 2.4 35 0 0 ,
- 3 ( 134, D7) 312 0 0 1 00 0 000000 0 0 136 0 0 2.5 2.2 50 0 0
( B7, 136) 22 0 0 1 00 0 000000 0 143 G5 0 0 2.5* 2.4 30 0 0 ' ( D6,135) 425 0 0 1 00 0 000000 D9 0 0 0 0 2.5* 2.2 55 0 0 ' ( D6,143) 10 0 0 1 00 0 000000 0 0 0 D8 0 2.5* 2.2 50 0 0 ( 143, DB) 220 0 0 1 00 0 000000 141 139 0 0 0 2.5* 2.2 50 0 0 (138,141) 425 0 0 1 00 0 000000 0 803 0 0 0 2.5* 2.2 50 0 0 i g ( D8, D9) 200 0 0 1 00 0 000000 140 0 0 0 0 2.5* 2.2 50 0 0 ; ( 44, 41) 275 0 0 1 00 0 000000 0 43 0 0 0 2.5* 2.0 55 0 0 ( 62, 57) 380 0 0 1 00 0 000000 0 58 0 0 0 2.5* 2.0 55 0 0 , ( 57, 58) 475 0 0 1 00 0 000000 0 808 0 0 0 2.5* 2.0 55 0 0 > ( 45, D 6) 575 0 0 1 00 0 000000 143 135 0 0 0 2.5* 2.2 55 0 0 , ( 1m , 144) 275 0 0 1 00 0 000000 0 107 106 0 0 2.5* 2.0 55 0 0 (144,107) 65 0 0 1 00 0 000000 0 109 0 0 0 2.5* 2.2 50 0 0 3 (107,109) 270 0 0 1 00 0 000000 0 til 0 0 0 2.5* 2.0 55 0 0 C-4 O
S BRAIDWOOD STATION ETE REV. 2, 09M 4 i APPENDIX C(cont.) 9 (109,111) 120 0 0 1 00 0 000000 0 125 112 0 0 2.5* 2.2 50 0 0 ! (111,125) 20 0 0 1 00 0 000000 0 124 0 0 0 2.5* 2.2 40 0 0 ; (144,106) 47 0 0 1 00 0 000000 107 105 0 0 0 2.5* 2.3 45 0 0 (106,105) 50 0 0 1 00 0 000000 0 117 0 0 0 2.5* 2.3 50 0 0 l 3 (106,107) 46 0 0 1 00 0 000000 0 0 109 0 0 2.5* 0 2.5* 2.4 35 0 0 0 (105,117) 48 0 0 1 00 0 000000 0 118 116 0 2.2 50 0 (117,118) 100 0 0 1 00 0 000000 109 119 0 0 0 2.5* 2.0 55 0 0 ! (118,109) 225 0 0 1 00 0 000000 0 0 111 0 0 2.5* 2.2 50 0 0 ( 117, 116) 200 0 0 1 00 0 000000 0 115 0 0 0 2.5 2.2 50 0 0 ; ( 116, 117) 200 0 0 1 00 0 000000 0 0 118 0 0 2.5* 2.2 50 0 0 0 00 0 000000 113 120 13 0 0 2.5* 2.0 55 0 0 i 3 ( 118, 119) 200 ('119, 113) 300 0 0 0 1 1 00 0 000000 0 0 114 0 0 2.5* 2.2 50 0 0 (119, 13) 400 0 0 1 00 0 000000 14 0 0 0 02.5* 2.2 50 0 0 (119,120) 150 0 0 1 00 0 000000 0 0 121 0 0 2.5* 2.2 50 0 0 - (120,121) 100 0 0 1 00 0 000000 122 0 0 0 0 2.5* 2.2 50 0 0 ; (121,122) 250 0 0 1 00 0 000000 0 8012 0 0 0 2.5* 2.2 50 0 0 (142, 46) 112 0 0 1 00 0 000000 47 49 45 0 0 2.5* 2.2 45 0 0 ) ( 46, 49) 250 0 0 1 00 0 000000 0 50 0 0 0 2.5* 2.0 55 0 0 ( 49, 50) 150 0 Q 1 00 0 000000 55 0 0 51 0 2.5* 2.0 50 0 0 ; ( So, 51) 30 0 0 1 00 0 000000 53 52 0 0 0 2.5* 2.2 35 0 0 t ( 51, 52) 40 0 0 1 00 0 000000 0 64 e 0 0 2.5* 2.4 35 0 0 ( 52, 64) 12 0 0 1 00 0 000000 66 59 0 0 0 2.5* 2.4 35 0 0 ( 64, 59) 62 0 0 1 00 0 000000 0 0 0 -37 0 2.5* 2.3 35 0 0 O ( 59, 37) 55 0 0 1 00 0 000000 0 36 56 0 0 2.5* 2.2 55 0 0 ( 37, 36) 50 0 0 1 00 0 000000 65 38 0 0 0 2.5* 2.0 55 0 0 ( 36, 38) 50 0 0 1 00 0 000000 0 61 0 0 0 2.5* 2.0 55 0 0 ( 38, 61) 300 0 0 2 00 0 000000 0 8001 0 0 0 2.5* 2.0 55 0 0 ; ( 37, 56) 300 0 0 1 00 0 000000 0 60 0 0 0 2.5* 2.0 55 0 0 ( 56, 60) 200 0 0 1 00 0 000000 0 80m 0 0 0 2.5* 2.0 55 0 0 ') ( 52, e) 72 0 0 1 00 0 000000 0 62 0 0 0 2.5* 0 2.5* 2.4 35 0 0 0 ( e , 62) 200 0 0 1 00 0 000000 0 57 0 0 2.0 55 0 ( 62, e) 200 0 0 1 00 0 000000 0 52 64 0 0 2.5* 2.0 55 0 0 ( e , 64) 75 0 0 1 00 0 000000 52 66 59 0 0 2.5* 2.4 35 0 0 ; ( 63, 52) 72 0 0 1 00 0 000000 51 0 64 0 0 2.5* 2.4 35 0 0 r ( 64, 52) 12 0 0 1 00 0 000000 e 51 0 0 0 2.5* 2.4 35 0 0 l g ( 52, 51) 40 0 0 1 00 0 000000 0 50 53 0 0 2.5* 2.4 35 0 0 , ( 51, 50) 25 0 0 1 00 0 000000 0 0 0 55 0 2.5* 2.3 35 0 0 ! IDNV LMS (N.) r m HT IBG1 PKr IIET Q DIS HEE l V IBGI HEr RAL 1RIS 1#E OIAN IISI3NNIEN NIIS GT. TDE N. SPD RE R PED [ IN MI*100 L R 1#fS L R G0 123456 IDT'DRJ M DIE,MIE SEC SEC Iff! NN l ( 50, 55) 158 0 0 1 00 0 000000 0 0 68 0 0 2.5* 2.2 50 0 0 - ( 51, 53) 265 0 0 1 00 0 000000 0 0 31 0 0 2.5* 2.4 45 0 0 ( 64, 66) 81 0 0 1 00 0 000000 35 65 37 0 0 2.5* 2.4 35 0 0 l ( 66, 64) s2 0 0 1 00 0 000000 59 0 52 0 0 2.5* 2.4 35 0 0 l O i r C-5 ! O ;
) BRAIDWOOD STATION ETE REV.2. 09/94 .
t APPENDIX C(cont.) 7 i ( 66, 37) 77 0 0 1 00 0 000000 36 56 0 0 0 2.5* 2.3 40 0 0 ( 66, 65) 62 0 0 1 00 0 000000 35 0 36 0 0 2.5* 2.4 35 0 0 ( 66, 35) 200 0 0 1 00 0 000000 32 0 65 0 0 2.5* 2.6 30 0 0 : ( 36, 65) 80 0 0 1 00 0 000000 0 35 0 0 0 2.5* 2.0 55 0 0 ( 65, 36) 82 0 0 1 00 0 000000 38 0 37 0 0 2.5* 2.0 55 - 0 0 ,
-) ( 36, 37) 50 0 0 1 10 0 000000 56 0 0 0 0, 2.5*
- 2.0 50 0 0 0 2.5* 2.0
( 65, 35) 150 0 0 1 00 0 000000 0 32 0 0 55 0 0 ( 35, 65) 150 0 0 1 00 0 000000 0 36 0 0 0 2.5* 2.0 55 0 0
.( 35, 32) 140 0 0 1 00 0 000000 0 0 70 0 02.5* 2.0 55 0 0
( 53, 31) 172 0 0 1 00 0 000000 71 0 0 0 0 2.5* 2.3 50 0 0 ( 46, 45) 130 0 0 1 00 0 000000 0 44 136 0 0 2.5* 2.2 45 0 0 O ( .45, 44) 200 0 0 1 00 0 000000 50 41 0 0 0 2.5* 2.0 55 0 0 ( 44, 50) 305 0 0 1 00 0 000000 55 0 51 0 0 2.5* 2.3 50 0 0 ( 55, 68) 75 0 0 1 00 0 000000 0 0 0 -71 0 2.5* 2.0 55 0 0 ( 48, 55) 100 0 0 1 00 0 000000 0 68 0 0 0 2.5* 2.0 55 0 0 ( 47, 48) 210 0 0 1 00 0 000000 1 55 0 0 0 2.5* 2.0 55 0 0 ( 48, 1) 200 0 0 1 00 0 000000 0 3 0 0 0 2.5* 2.2 50 0 0 3 ( 45, 46) Do 0 0 1 00 0 000000 0 47 49 0 0 2.5* 2.3 45 0 0 ( 46, 47) 10 0 0 1 00 0 000000 0 104 48 0 0 2.5* 2.6 20 0 0 ( 47, 46) 10 0 0- 1 00 0 000000 49 45 0 0 0 2.5* 2.6 20 0 0 ; ( 47, 104) 75 0 0 1 00 0 000000 1m 0 1 0 0 2.5* 2.4 25 0 0 ; (104, 47) 75 0 0 1 00 0 000000 48 46 0 0 0 2.5* 2.4 25 0 0 l (104, 1) 172 0 0 1 00 0 000000 3 0 0 0 0 2.5* 2.3 40 0 0 ( 1, 10 0 0 1 00 0 000000 0 2 72 0 0 2.5+ 2.2 45 0 0 i g_ 3) 00 0 000000 0 0 0 2.5* 2.2 45 0 0 t ( 3, 2) 22 0 0 1 5 4 ( 2, 4) 120 0 v 1 00 0 000000 0 22 0 0 0 2.5* 2.2 45 0 0 , ( 4, 22) 55 0 0 1 00 0 000000 0 7 0 0 0 2.5* 2.2 35 0 0 t ( 22, 7) 100 0 0 1 00 0 000000 0 9 11 0 0 2.5* 2.2 35 0 0 ! ( 7, 9) 100 0 0 1 00 0 000000 0 D 0 0 0 2.5* 2.2 40 0 0 t ( 9, D) 200 0 0 1 00 0 000000 0 14 0 0 0 2.5* 2.0 55 0 0 ') ( D, 14) 200 0 0 1 00 0 000000 0 15 0 0 0 2.5* 0 2.5* 2.0 2.0 55 0 0 0 0 l ( 14, 15) 200 0 0 1 00 0 000000 0 800 0 0 55 ; (104,103) 30 0 0 1 00 0 000000 102 0 6 0 0 2.5* 2.4 35 0 0 i (103,104) 30 0 0 1 00 0 000000 0 1 47 0 0 2.5* 2.4 35 0 0 i (102, 47) 45 0 0 1 00 0 000000 104 48 46 0 0 2.5* 2.2 45 0 0 (102,103) 45 0 0 1 00 0 000000 0 6 104 0 0 2.5* 2.4 35 0 0 O (1m,102) 45 0 0 1 00 0 000000 47 0 0 0 0 2.5* 2.4 35 0 0 . ( 1m, 6) 87 0 0 1 00 0 000000 0 101 73 0 0 2.5* 2.4 40 0 0 : ( 6,101) 12 0 0 1 00 0 000000 74 100 0 0 0 2.5* 2.4 45 0 0 i (101,100) 87 0 0 1 00 0 000000 0 116 22 0 0 2.5* 2.2 50 0 0 (100,116) 100 0 0 1 00 0 000000 0 0 115 0 0 2.5* 2.2 50 0 0 ( 100, 22) 200 0 0 1 00 0 000000 7 0 0 0 0 2.5* 2.2 50 0 0 (116,115) 100 0 0 00 0 000000 0 7 0 0 0 2.5* 2.2 50 0 0 9 (115, 7) 100 0 0 1 1 00 0 000000 9 0 0 0 0 2.5* 2.4 35 0 0 l [ ' ( 7, 11) 50 0 0 1 00 0 000000 0 12 0 0 0 2.5* 2.4 30 0 0 ( 11, 7) 50 0 0 1 00 0 000000 0 0 9 0 0 2.5* 2.4 30 0 0 ( 11, 18) 82 0 0 1 00 0 000000 0 0 0 -19 0 2.5* 2.4 30 0 0 i ( 18, 11) 82 0 0 1 00 0 000000 7 10 12 0 0 2.5* 2.4 30 0 0 l ( 11, 10) 100 0 0 1 00 0 000000 9 0 0 0 0 2.5* 2.4 30 0 0 3 ( 10, 9) 50 0 0 1 00 0 000000 0 0 D 0 0 2.5* 2.2 50 0 0 ( 18, 19) 370 0 0 1 00 0 000000 24 0 21 0 0 2.5* 2.2 50 0 0 C-6 i O 1 J
7-BRAIDWOODSTATION ETE REV. 2, 09/94 APPENDIX C(cont.) S i p - HMEV IJ143 (GNr.) M IRGi PKr IfET Q DIS HEE i IBGi PET RRL IRES 1AE DIAN DESIMIEN NEES GT. TDE IDE. SPD RER PED 12fE MI*100 L R I#fS L R 00 123456 IUT11RJ10!r DIE,NIE SEC SEC IfH GIE GIE E 7 ( 11, 12) 150 0 0 1 00 0 000000 0 0 23 0 0 2.5* 2.3 50 0 0 ( 12, 23) 225 0 0 1 00 0 000000 0 24 0 0 0 2.5* 2.3 50 0 0 , 0 0 2.5* 2.3 50 0 0 ( 23, 24) 50 0 0 1 00 0 000000 25 0 19 0 i ( 145, 25) 265 0 0 1 00 0 000000 28 0 0 0 0 2.5* 2.3 50 0 0 0 0 2.5* 2.2 55 0 0 l ( 24, 19) 175 0 0 1 00 0 000000 0 21 - ( 19, 24) 175 0 0 1 00 0 000000 0 _ 25 0 0 0 2.5* 2.2 50 0 0 J 000000 0 30 0 0 0 2.5* 2.2 50 0 0 ( 19, 21) 265 0 0 1 00 0 0 ( 21, 30) 145 0 0, 1 00 0 000000 0 31 0 0 0 2.5* 2.2 50 0 ( m , 31) 20 0 0 1 00 0 000000 71 0 0 0 0 2.5 2.4 45 0 0 000000 0 28 0 0 0 2.5* 2.2 55 0 0 j ( 24, 25) 125 0 0 1 00 0 0 ( 26, 25) 110 0 0 1 00 0 000000 0 0 28 0 0 2.5* 2.3 50 0 ; 00 0 000000 0 29 0 0 0 2.5* 2.2 55 0 0 ( 25, 28) 320 0 0 1 0 0 0 2.5* 2.2 50 0 3 ( 28, 29) 90 0 0 1 00 0 000000 000000 0 27 0 0 0 0 2.5* 2.2 55 0 0 ( 29, 27) 100 0 0 1 00 0 0 8015 00 0 000000 0 0 8014 0 0 2.5* 2.2 50 0 0 , ( 16, 17) 200 0 0 1 0 2.5* 2.3 50 0 0 00 0 000000 0 0 15 0 ( 16, 14) 150 0 0 1 0 ( 20, 19) 380 0 0 l' OO O OOOOOO 21 0 24 0 0 2.5* 2.3 50 0 00 0 000000 39 0 0 0 0 2.5* 2.3 50 0 0 ; ( 42, 40) 300 0 0 1 0 ( 40, 39) 200 0 0 00 0 000000 0 0016 0 0 0 2.5* 2.3 50 0 l D .( 33, 32) 20 0 0 1 1 00 0 000000 70 0 0 0 0 2.5* 2.4 45 0 0 l 00 0 000000 0 0 31 0 02.5* 2.4 50 0 0 : (.34, r) 130 0 0 1 0 0 2.5* 2.0 55 0 0 ( 41, 43) 625 0 0 1 00 0 000000 0 8004 0 3
- nuccis ImulT VAIDES WHE SPE3FDD t
i l 9 i 1 1 C-7 O j
BRAIDWOOD STATION ETE REV. 2, 09S4
)
APPENDIX D D SECTOR EVACUATION TIME ESTIMATES r3 O D 'O 3 0 0 .
' BRAIDWOOD STATION ETE REV. 2. 09/94 l 5
9 APPENDIX D SECTOR EVACUATION TIME ESTIMATES i g- Tables D-1 and D-2 present the Braidwood Station EPZ general population summary downwind (keyhole) sector evacuation time estimates for normal and adverse weather daytime conditions. Tables D-3 and D-4 present the Braidwood Station EPZ general population summary downwind (keyhole) sector evacuation time estimates for normal and adverse weather ) . nighttime conditions. I 3 D l C
)
i 1 1 i D-2 I
9 BRAIDWOOD STATION ETE REV. 2, 09/94 9 APPENDIX D (cont.) TABLE D-1 BRAIDWOOD STATION O GENERAL POPULATION
SUMMARY
DOWNWIND SECTOR EVACUATION TIME ESTIMATES (1) NORMAL WEATIIER DAYTIME (in minutes)
; DOWNWIND SECTORS D-2 MILES 0-5 MILES 0-10 MILE EPZ RAB 175 180 185 ABC 175 175 180
]) BCD 175 175 180 CDE- 175 175 180 DEF 175 175 180 g EFG 175 175 180 FGH 175 175 180 GIU 175 175 180 g IUK 175 175 180 JKL 175 175 180 KLM 175 175 180 g LMN 175 175 180 MNP 175 175 180 NPQ 175 180 185 g PQR 175 180 185 QRA 175 180 185 HQIE (1) As discussed in Section 6.2, the estimated evacuation times for all special facilities are within the evacuation times estimated for the general population. O
- n. D-3
BRAIDWOODSTATION ETE REv.2 o934 1 g- APPENDIX D (cont.) TABLE D-2 BRAIDWOOD STATION > 3 GENERAL POPULATION SUMM ARY DOWNWIND SECTOR EVACUATION TIME ESTIMATES (1) ADVERSE WEATHER DAYTIME , (in minutes) ] DOWNWIND SECIT)RS 0-2 MILES 0-5 MILES 0-10 MILE EPZ RAB 205 210 215 ABC 205 205 210 i ]- BCD 205 205 210 CDE- 205 205 210 DEF 205 205 210 ] EFG 205 205 210 - FGH 205 205 210 GIU 205 205 210 g HJK 205 205 210 JKL 205 205 210 i KLM 205 205 210 g LMN 205 205 210 MNP 205 205 210 NPQ 205 210 215 g PQR 205 210 215 QRA 205 210 215 NOTE- (1) As discussed in Section 6.2. the estimated evacuation times for all special facilities are within the evacuation times estimated for the general population. S D-4 9 c
O BRAIDWOODSTATION ETE 4 REV. 2, 09/94 l
- p. APPENDIX D (cont.)
TABLE D-3 -l BRAIDWOOD STATION 3- GENERAL POPULATION
SUMMARY
DOWNWIND SECTOR EVACUATION TIME ESTIM A'IES (1) NORMAL WEATHER NIGH'IrlIME (in minutes) SIl[ ! DOWNWIND SECTORS 0-2 MILES 0-5 MILES 0-10 MILE EPZ ] RAB 100 115 125 ABC 100 100 115 g BCD 100 100 115
}
t
^
CDE- 100 100 115 DEF 100 100 115 i ,3 EFG 100 100 115 FGH 100 100 115 e GFU 100 100 115 g HJK 100 100 115 JKL 100 100 115 t KLM 100 100 115 g LMN 100 100 115 MNP 100 100 115 , i NPQ 100 115 125 ! g PQR 100 115 125 ; 100 125 QRA 115 f N_QIE- (1) As discussed in Section 6.2. the estimated evacuation times for all special facilities are within the evacuation times estimated for the general population. , G . i D5 i
?
BRAIDWOOD STATION ETE - REV. 2. 09/94 i l APPENDIX D (cont.) I p-TABLE D-4 l i BRAIDWOOD STATION
- 3. GENERAL POPULATION SUMM ARY DOWNWIND SECTOR l EVACUATION TIME ESTIM ATES (1)
ADVERSE WEATIIER NIGHTTIME (in minutes) > g DOWNWIND SECTORS 0-2 MILES 0 5 MILES 0-10 MILE EPZ ! RAB 105 120 140 ABC 105 105 120 i BCD g 105 105 120 CDE- 105 105 120 DEF 105 105 120 3 EFG 105 105 120 f FGH 105 105 120 j GH.I I 105 105 120 g HJK 105 105 120 l JKL 105 105 120 l KLM 105 105 120 g LMN 105 105 120 Mf:P 105 105 120 NPQ 105 120 140 g PQR 105 120 140 5 QRA 105 120 140 NOTE- (1) As discussed in Section 6.2. the estimated evacuation times for all special facilities are , within the evacuation times estimated for the pencral population. f D-6 ! 6}}