ML20116H858
| ML20116H858 | |
| Person / Time | |
|---|---|
| Site: | Salem, Hope Creek, 05000000 |
| Issue date: | 02/27/1984 |
| From: | PARSONS, BRINCKERHOFF, QUADA & DOUGLAS, INC. |
| To: | |
| Shared Package | |
| ML18092A575 | List: |
| References | |
| NUDOCS 8505020388 | |
| Download: ML20116H858 (100) | |
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Evacuation Time Estimates for Areas Nearthe Site of Salem and Hope Creek Nuclear Generating Stations prepared for Public Service Electric & Gas Company prepared by Parsons Brinckerhoff Quade & Douglas,Inc.
February 27.19V' hDR O 5 0 272 F PDR _ _ _ . _ ,
't e TABLE OF CONTENTS Pace I., INTRODUCTION 1 A. Site Location and Emergency Planning Zone 1 B. General Assumptions and Methodology 2 II. DDIAND ESTIMATION 3 A. Emergency Planning Zone, Evacuation Sections and Evocuation Planning Areas 3 B. Permanent Residents 6 C. Transient Populations 9 D. ,Special Facility Population 12 III. TRANSPORTATION FACILITIES 15 A. Inventory of Vehicles and Routes 15 B. Route Selections 15 C. Capacity Determination 20 D. Roadway Link Characteristics 21
( IV. TIME ESTIMATE ANALYSIS 30 A. Scenarios 30
- 5. Adverse Weather Roadway Conditions 30 C. Zone Trip Generation 32 D. Cosponents of Total Evacuation Times 33 E. Notification and Confirmation Times 35 F. Evacuation Time Estimates 35 G. Distibution of Population 42 B. Critical Locations 42 l I. Shut-Down Times for Industries 45 V. OTWER 48 A. Reception Centers 48 B. Local Official Commentary- 48
- C. Recomendations ,
49 POOTNOTES 51
, APPENDICES A. Evacuation Time Estimate Methodology Bt Descriptions of Evacuation Sections C. Employment Centers, Recreational Facilities, Motels and Special D ents D. Special Facilities E. Evacuation Routes i F. Control Points G. Additional Population Maps
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I. INTRODUCTION In Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Supoort of Nuclear Power Plants (NUREG-0654, FEMA-REP-1: Rev. 1, November 1980s hereafter referred to as NUREG-l 0654), the U.S. Nuclear Regulatory Commission and the Federal Emergency Management Agency called upon power plant licensees and state and local agencies to include time estimates for evacuation within the plume exposure emergency planning zone (EPZ) in their emergency response plans. The 3 approach for preparing the evacuation time estimates is specified in Appendix 4 of that document.
l This report presents estimates of the times required to evacuate both the general population and special facilities (as defined in NUREG-0654) in areas in the States of New Jersey (Sales and Cumberland Counties) and Delaware (New Castle and Kent Counties) near the Sales and the Nope Creek Nuclear Generating Stations. The Salen Nuclear Generating Station (a is operated by Public Service Electric and Gas Company and the Hope Creek Nuclear Generating Station, which is under construction, will also be operated by that company. -
A. SITE TACATION AND EMERGE!C2 PIANNING 2ONE l
r The Sales and Hope Creek Nuclear Generating Stations are located on the southern tip of Artificial Island in Iower Alloways Creek Township, Sales County, New Jersey. The site on the banks of the Delaware River and Bay is approximately twenty miles south of Wilmington and twenty miles north of Dover, Delaware. Philadelphia is approximately thirty-l five miles north. The location of Sales and Hope Creek with reference
- to these and other population centers is shown in Figure 1. Figure 2 shows the ten-mile radius EPZ superimposed en a composite U.S. Coast and Geodedic Survey (USCGS) amp of the region. It shows transportation networks, topographical features and political boundaries.
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j B. GENERAL ASSUMPTIONS AND METHODOLOGY Both the general assumptions and methodologies used to produce these evacuation time estimates are detailed in the relevant sections of this
[ report or in its appendices. For example, population information (which was obtained .! rom Census data, from local planning agencies, and through telephone and written contacts with employers, institutions, and other facilities) is detailed'in II. DEMAND ESTIMATION. Also, roadway capacity information and the computer model used in this analysis are summarized in III. TRANSPORTATION FACILITIES and IV. ANALYSIS OF EVACUATION TIMES and detailed in Appendix A.
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II. DEMAND ESTIMATION -
This section of the report provides an estimate of the number of people to be evacuated.
l A. EMERGENCY PIANNING SONE, EVACUATION SECTIONS, AND EVACUATION PLANNING AREAS Based on the format specified in Appendix 4 of NUREG-0634, an EPZ was defined and subdivided into areas with approximately two , five , and 10-mile radii. As can be seen from Figure 2, the irregularly shaped U2 'is considerably larger in many places than the area included within the 10-mile radii. These irregularities occur because the perimeter of the D2 follows either physical or political boundaries as much as practical.
_/' Within the EP2, smaller geographic
- regions, Sections, have been delineated according to NUREG-0654. The Sections are composed of smaller units, l Evacuation Planning Areas (Areas) . The boundaries of Sections and Areas, l
like the D2, usually follow physical or political boundaries, forming either 90 or 180 sectors. Within two miles from the statio'ns, the Areas encompass approximately 180 sectors; for the five and ten mile bounds, the Areas form approximate 90 sectors.
According to NUREG-0654 the two-mile radius area is to be divided into 90 sections. However, based on the character of the areas encompassed l by the 2-mile radius in this DS, Areas 1 and 15, as shown on Figure 2, and the absence of both general population and special facilities except for the stations and river traffic, a division into 90 quadrants would serve no purpose. Therefore, the concept of dividing the areas into approximate 180* Sections which generally follow state boundaries is considered herein to be more appropriate as a planning tool for developing evacuation time estimates.
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The Sections and Areas are defined as follows:
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Sections A and F -
Two 180 sections at the closest definable boundary beyond the two-mile radii.
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the area within the closest definable boundary beyond the five-mile radii.
Sections D, E, I, J -
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! the area within the closest definable boundary beyond the 10-mile radii.
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A 360' section at the closest definable boundary beyond the two-mile radii.
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A 360' section at the closest definable boundary beyond the five-mile radii.
l Section M - a 360* section encompassing the EPZ within both the States of Delaware and New Jersey.
Table 1 (below) shows the relationship between Evacuation Sections and 1*
l Evacuation Planning Areas. Figures 3 - 15 illustrate the sections.
l l A description of the boundaries is found in Appendix B.
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TABLE 1 RELATIONSHIP BENEEN EVACUATION SECTIONS and EVACUATION PLANNING AREAS Evacuation Sections Evacuation Planning Areas _
A 1 B 1, 3, 15, 17 C 1,2,3 ,4 D 1, 3, 4, 5, 15, 17, 19
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E 1,2,3,5,6,7 F 15
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.; E 9, 10, 15, 17 I 8, 9, 12, 13, 15, 16, 18
. ' ,.i I 9, 10,' 11, 12, 14, 15 K 1, 15 L 1, 2, 3, 8, 9, 10, 15, 16, 17 M 1 through 19
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B. PERMANENT RESIDENTS Permanent residents are those people residing in the
- area, but not in institutions.
s The estimated permanent resident populatiori for each of the seven Evacua-tion Planning Areas in New Jersey was Gerived from data presented in
- Distribution of Population within 50. miles of the Salen Nuclear Generating Station"l and cross-referenced with master plansL, land use work mapa, dwelling unit counts, and population estimates and projections provided by the County Planning officials of Sales and Cumberland Counties.
Where practical these figures sore correlated with preliminary 1980 Census figures on a township-by-toisiship basis.
The number of dwelling units and the estimated permanent resident popula-tion for each of the seven Evacuation Planning Areas in Delaware was derived from tuo sources: for New Castle County,1978 population estimates prepared by the University of Delaware College of Urban Affairs and Public Policy were usedr4' for Kent County, population estimates were obtained from dwelling unit counts made by the County Planning Office in July 1980.
The estimated permanent resident populations for the EP2 are shown on Table 2 (page 8) and in Figures 3 and 4. The two scenarios for which data are presented, night time summer and weekday school-in-session, correspond to the scenarios used in the time estimates. The day popula-tion figures are lower than the night figures because workers, students, I and others leave'the D2. Bowever, very little data are available l to estimate these nu. ors. 2hus the estimated an.or of ,.rmanent residents ;
in the D2 on a weekday is an appremination. Also, because schools are considered special facilities, school students have been subtracted l from the permanent resident population during the day in order to reduce double-counting.
In New Jersey and in Delaware's Kent County, the numbe'r of people without automobiles (transit-dependents) was estimated based on the 1970 Census
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Planning Areas Evacuation Time Estimates Figure 9'
- 90* Section G Salem Generating Stations Hope Creek Generating Stations t'~
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' ' Planning Areas Evacuation Time Estimates Figure 10 90* Section H I
Salem Generating Stations Hope Creek Generating Stations T
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Planning Areas Evacuation Time Estimates Figure 11 90* Section i Salem Generating Stations Hope Creek Generating Stations .
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Planning Areas Evacuation Time Estimates Figure 12 90' Section J Salem Generating Stations Hope Creek Generating Stations 3
1
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. Planning Areas Evacuation Time Estimates Figure 13 360*.Section K
. . . . . _ Salem Generating Stations Hope Creek Generating Stations t
l 1--
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! Planning Areas . Evacuation Time Estimates l
360* Section L Figure 14 '
Salem Generating Stations Hope Creek Generating Stations M
i l
i l
/ j'
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l , $ 10 Miles n
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Planning Areas Evscuation Time Estimates Figure 15 360* Section M
. Salem Generating Stations Hope Creek Generating Stations
~-
- * - ' >'we- =-.-x .-.w..- + _ - .
~
r data concerning persons per household and households without automobiles.
In New Castle County, the number of transit-dependents was estimated based on 1970 Census data for households without automobiles and University of Delaware College of Urban Affairs and Public Policy data on persons per household.
For people in households with automobiles, ,the evacuation analysis assumed one auto per household. T!ie transit-dependents were considered a. special caser and, as detailed below in IV. ANALYSIS OF EVACUATION TIMES, school and public tr'ansit buses were assigned to routes to pick up the transit-dependents within walking distance of their homes.
h
i l
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)
l TABLE 2 ESTIMATED PERMANENT RESIDENT POPULATION BY EVACUATION PLANNING AREA l
Evacuation Estimated 1980 Estimated 1980 l Planning Resident Population Resident Population **
' Area Night Scenario ' Weekday Scenario
- With Auto Without Auto J
l i
1 0 - - - '
2 623 428 579 44 '
3 230 150 212 18 4 1,196 592 1,094 102 5 516 217 463 53 6 13,657 6,958 11,509 2148 l 7 177 130 169 8 8 605 417 551 54 9 91 50 83 8 l
i 10 165 . 92 159 6 11 3,968 2,169 -
3,881 87 12 4,301 2,398 3,579 722 13 5,144 2,719 4,599 545 14 885 885 811 74 H 0 - - -
16 0 - - -
17 0 - - -
18 0 - - -
l 19 0 - -
l
- Population estimates derived from night scenario resident population less estimated employees (working outside the EPZ) and schoolchildren residing in each Evacuation Planning Area.
I ** Night scenario G
I e e , , .-- , . - - - - . - . . , -__ ,_
J ,
i t
m -
[.
=='m/
E .- 177 ..
w tm c=_- -g y .. c.
w
- f. .N el y 7 -
l~' l ~ , ~. ~j y_ %.
5144" -
- I ,, . y
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./
o
/
- v , ,- -
g%._7 .3 ,
== W 4301
- W M s"- ~-~~ 516 n
> \. F s T
230 D' 'x-i"\' '
- b - y
@ 1196 ,
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i 165
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Population by Evacuation Evacuation Time Estimates Figure 16 Planning Area Permanent Residents Salem Generating Stations Hope Creek Generating Stations
( ...
2
-- .- . . 1
. t' . = .
w .
. . ..- m
. .~ r . .. .. .< .
.c c - . ,. . :-; , , .
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+
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= pg , ,,,,,,
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, y 33 N b E ,
( 512 j 212 , N . M'J...-[- s /
f --
~ 1 \fT . 1018 304\
181 . 0 00 131 ./ -
ca mamm, . 0 ' , 0 f......
,dQ E* =. D-
. 3573 0 O' ' 898 I j
($ 3497 . a;h 76 g
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- 178,, - ':T N,,
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Population Summary Evacuation Time Estimates Figure 17 l Permanent Residents Salem Generating Stations
(' . . . . . _ _ . _
Hope Creek Generating Stations
! (Based on Dresdner Associetes.
Population Distribution <
wisin 50 miles of the Salem Nuclear Generating Staten. April 1980) .
- . Am.
a Salem County Jail in New Jersey and the Delaware Correctional Center.
o Schools 14, including:
i John Fenwick, Elsinboro, Lower Alloways Creek, Mannington, Quinton, Salem Day Care Center, St. Mary's, Votech Center, Sales Middle, and Salen High in Salem County, New Jersey; Woodland Country Day; Stow Creek and Morris Goodwin in Cumberland County, New Jersey; Silver Lake, Redding, Broadmeadow, St. Andrew's, and Middletown High in Middletown, Delaware; Corbit Kindergarten in Odessa, Delaware; Townsend in Ibwnsend, Delaware; Commodore McDonough, Gunning Bedford, and Au Clair in or near St. Georges, Delaware; and Delaware City in Delaware City, Delaware.
Data was obtained for special facilities including population and any special transportation needs, such as wheelchair vehicles or ambulances.
They are detailed by facility in Appendix De Special Facilities. Special facilities are mapped on Figure 20. Special facility populations for weekday school-in-session and nighttime summer scenarios are shown below in Table 4 and mapped'on Figures 21 and 22.
I l
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l 4
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_ _ Special Facilities Evacuation Time Estimates Figure 20 l
Salem Generating Stations
( Hope Creek Generating Stations l . .
I
';; ;;.; . . . ,, , , ., . y .. ... , , . ' ,
- r. -
.~ .
\
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\ . . =
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- ^
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Population by Evacuation Evacuation Time Estimates Figure 21 Planning Area Special Facilities l
Population Salern Generating Stations Hope Creek Generating Stations i
tm
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- " " */."""
- . /
- y. -
r' 0 -
/ '
O v \, .
y \ .. .' . .... e g '/
a Q.
\ .- f A\ '
. . }
900/900 ,,',,, ,\ 0 *
- ej '--( , _
'N4, .- -
=
N kg - .
g , .
8 - -
s.
... .\.,. . a. sN j s.sy ,,,,,e_ i p 9st. '
. \'.00f0
. ..c. = :--lll=.,
Day / Night ' .,
l Population Summary Evacuation Time Estimates Figure 22 specias racilities popuistion
. Salem Generating Stations Hope Creek Generating Stations e
- + + , , - --..g. c3.g, *>--%wpr-,- ,-m.- -- ey- gi.-- r -,%7gew,.- ,p,y -p-.,, ---g ygw %ym f,a _,.s.,,,-,w-g,w,7pg ,,yr.---y,-y- -gyy~ww3eqig,.y.-y4T=--='-=*y s
- .- ) p TABLE 4 e .
SPECIAL FACILITY POPULATION
- BY EVACUATION PIANNING AREA ,
BY SCENARIO i
e Evacuation Weekday Scenario Hight Scenario Planning Area Total Ambulatory Wheelchair Stretcher Total Ambulatory Wheelchair Stretcher -
1 - - - -
2 - -- - - - - - -
3 255 255 - - - - - - +
4 120 120 - - - - - -
5 321 321 . ,
4 6 3,590 3,418 120 52 367 195 120 52 a
e 7 - _ _ _ _ _ _ _
g . - _ t - _ _ -
9 - - - _ _ _
10 - - - - - - - -
11 1,354 1,354 - -
1,230 1,230 - -
12 2,361 2,361 - . - - - e -
13 1,621 1,560 46 15 251 190 4% 15 14 - - - - - - -
15 - - - - - - - -
16 - - - - - - - -
17 - - - - - - - -
18 - - - - - - - -
19 - _ - . . - -
t
/ p
r , ,
... ,n., .
m .,. . y .
5 -
e III. TRANSPORTATION FACILITIES A. INVENTORY OF VEHICLES AND ROUTES -
To identify transportation facilities within the EPZ, primary evacuation
[ routes were determined and transit facilities were inventoried.
Based on information provided by the New Jersey and the Delaware State Police, the Delaware Divison of Emergency Planning and Operations, County Planning representatives, and by field reconnaissance, primary and secondary evacuation routes were selected. Each of the selected routes, as well as others, was traveled in order to assess its sufficiency for evacuation purposes and to determine the characteristics (number of lanes, lane and shoulder widths, location of traffic controls, and travel and posted speeds) required for capacity computations.
Information regarding transit vehicles and special vehicles available
~~ '
for evacuation was obtained through phone contacts with transit operators, I
\ school district officials, emergency vehicle operators, and administrators at the relevant special facilities.
Table 5 lists the buses and ambulances w'ithin or near the EPZ. Only those buses and ambulances which are normally kept in or used in the EPZ were considered in the time estimate analysis.
B. ROUTE SELECTIONS In developing the evacuation routes, it was assumed that the primary evacuation routes would operate in a normal two-way traffic pattern with the exception of the access road for the generating stations and
. any existing one-way streets. This operational strategy would not only permit emergency units, special transportation vehicles, and residents of the evacuation zone to enter the EPZ, but would also minimize the possibility of a total blockage of a route because of an incident such as an automobile accident. If an accident did occur, other traffic s could be directed around that point in the opposing travel lanes. However,
. . - - . . - --.m.. . . , . . . , _ - . . . , ., ,.---.v..cy__ _ , ,
1 T
TABLE 5
[ TRANSPORTATION RESOURCES l
l l'
Associated Vehicle I - codnty Township Facility / Service Vehicles Capacity l
Salem Salem City Salem Day Care 1 van 20 Ambulance Squad 2 ambulances 2 ea.
I Salem'Non-Emergency 3 vans 2015,1912 l Transport 1 station wagon 5 l 1 bus (from State DOT) 24 l
Mannington votech School 1 bus 54 Association of Ite- 1 bus 54 tarded citizens 1 bus with wheelchair Rehab. Center lift 18 l .
l Fire Company 1 ambulance 2 Lower Alloways Iower A11owaysTownship 9 buses 54 es.
Creek School District 1 bus 22 .D
)
l ,
Fire Company 1 ambulance 2 l 1 rescue truck 1 i
Transportation Officer 2 buses 40 es.
i i
1 van 12 Elsinboro Elsinboro Township 2 buses (contractor) 54 ea.
School Fire Company 1 ambulance 2 Quinton Quinton Township 8 buses 54 ea.
School District 2 buses 16 ea.
1 bus 22 Ambulance Company 2 ambulances 2 ea Outside Coast cities 8 buses 54 ea.
the EPZ Fire Company 2 ambulances 2 ea.
(Pennsville) i Transportation 8 (school) buses 54 ea. 's 1 bus (orthopedic lif.t) 32 Superintendent i l (Pennsville) 1 bus (cadet) 22
( . 3 station wagons 9 ea. .
TABLE 5 (CONTINUED)
~
Associated . Vehicle Facility / Service Vehicles Capacity County Townshio Salem Outside Salem County Transit *3 buses 35 seated 16 standing the EPZ Salem County 2 vans 8 ea.
- 2 station wagons 8 ea.
' 1 bus 15 County Superintendent 1 bus ,
14 of Public Works Salem Non-Emergency *1 wheelchair van 9 and 1 Transport wheelchair
- 1 wheelchair van 6 and 2 wheelchairs John A. Wyshinski 5 buses 54 ea.
Family Bus Service 2 buses 54 ea.
Wm. Bright, Jr. , Inc. 6 buses 54 ea.
A. Cooke Reeves 1 bus 54
( Cumber- Greenwich Morris Goodwin School 3 buses 58 ea.
land
- Stow Creek Stow Creek School 4 buses 58 ea.
District l
I Outside OEM Operations 2 vans l 1 station wagon the EPZ Division Sheriff's Department 2 vans American Red Cross 1 station wagon (Bridgeton Chapter)
Cumberland County 2 vans with Senior Citizens Buses wheelchair lift 6 ea.
1 van 22 5 vans 18 2 vans 16 1 van 14 1 van 12 1 van 10 l New New Castle St. Andrew's School 2-3 vans 8-10 ea.
l Castle School District
- Resources kept outiside EP: considered in time estimate analysis.
\ ,. .
l l
~. 9 TABLE 5 (CONTINUED)
Associated Vehicle County Township Facility / Service vehicles Capacity New New Castle Broadmeadow School 4 buses 48 ea.
Castle School District Au Clair School 1 jeep 4 1 pick up 4 Gunning Bedford 27 buses 55 ea.
School Commodore McDonough 5 buses 66 children School or 44 adults ea.
Delaware City School 1 minihus 16 Odes'sa Emergency Services 2 ambulances 2 ea.
Fire Board 1 rescue truck 2 Delaware Emergency Services 3 ambulances 2 ea.
City Fire Board 1 rescue truck 2 Port Penn Fire Board 1 rescue truck 2 Middletown Fire Board l' rescue truck '
Senior Center 1 mir.ibus 2
16 )
Townsend Fire Board 1 rescue truck 2
. Appocr$ 4 n 4 =i nk Carrel C. Bilbrough 20 buses 44-48 adults School or 66-72 District children ea.
Fred Johnson Bus 9 buses 44 adults or 66 Services, Inc. children es.
I 1 bus 48 adults or 72 children Fire Companies 15 ambulance units 18 rescue trucks 12 rescue boats .
i 1 van i
1
'e f
-le- ,
- ~
. .. .. i. ..
. .. . . , .- . . . ' 'r.-
' in the event a primary route became impassable, contingency or secondary evacuation routes would be utilized. The primary and secondary evacuation routes used in this analysis, which are detailed in Appendix E: Evacuation Routes, are mapped on Figure 9.
' The rerouting of evacuees to a secondary evacuation route (as described below) would be. at the direction of the State Police or local traffic i
control personnel. The actual implementation of such a diversion cou,1d be accomplished by traffic control personnel assigned to strategic detour locations and/or by emergency radio broadcasts. The use of contingency routes has been assumed in the time estimates developed for the adverse weather scenario because an assumption of the adverse weather scenario I
is that portions of primary evacuation routes are closed by snow or flooding.
( From discussions with local emergency coordinators in New Jersey, it has been determined that during periods of heavy rain, flooding occurs l, on Route 49 (Broadway) in the vicinity of the Salem River, on Route l
540 (Pointers-Auburn Road, Pointers-Swedesboro Road), and Route 45 (Salem i or Woodstown Road across the Mannington Lake and Marsh) and on Route 49 (Main Street) at Alloway Creek. Under the adverse weather (worst case) evacuation time analysis, a rerouting of the traffic assigned to the first four primary evauation routes to contingency routes was used. This traffic was diverted to Welchville-Alloway Road, north on McKillin Road to Swedesbridge Road and then to Compromise Road and Route
- 45. Traffic from the east and south of Salem City was also diverted along Quaker Neck Road to Quinton-Action Station Road where it joined Welchville-Alloway Road. .In addition, assuming tliat the latter location
. on Route 49 is flooded, traffic south of Alloway Creek would be diverted along the Quinton-Barmersville Road to Alloway Road.
l
\
., ., ., . . . , , . . . ,- ~ u.
Delaware The DuPont Parkway (U.S. Route 13) is a major north-south arterial highway through Delaware. Average daily traffic on the 24 mile section within
- the EPZ is 23,000 vehicles. In the event of an evacuation, this route would be cordonned off. To accommodate the normal interstate traffic, the Delaware State Police would establish detour routes.1e Route 9 frequently floods between Port Penn and the Reedy Point Bridge to the north and between Port Penn and Augustine Beach .to the south. '
During such flooding, Route 423 west to the DuPont Parkway could be used as a contingency route for re-routing evacuation traffic south of Augustine Beach. If traffic were unable to proceed north toward Delaware City along Route 9, Boyds Corner Road would be used as a contingency route to the DuPont Parkway.
The segment of Route 9 through Flemings Landing has not been considered w
as a possible evacuation route because the Flemings Landing Bridge has j been closed to traffic since July 19f 0. Also, the segment of Route 9 leading to the Silver Run Bridge was not considered a reliable evacuation route.
The Woodland Beach causeway in Delaware (Route 6) is frequently closed because of flooding.20 This causeway provides the only roadway from Woodland Beach. It has been assumed by local emergency coordinators .
that in the event of an evacuation occurring simultaneously with flooding of the causeway, the population of the area would be evacuated by existing special evacuation procedures established by Citizens Rose Co. il of Smyrna and'/or by the National Guard.
C. CAPACITY DETERMINATION The capacity of the existing roadways to accommodate the anticipated vehicular volumes is a critical element in determining the amount of time needed to evacuate any given area. The procedure used to determine the primary evacuation roadway capacities was baged on the Federal Highway
TABLE 6 Roadway Link Characte'risties .
LINK OkSCRI PTICN PRACTICAL L IMK ---- LINK NUMDER CAPACITY
'JUM4T R LENGTH SPEED OF L ANE5 OUT80UND Mal 9 LINO FaCM T0 R O AD hA Y
...... ( MIL ES ) IM*H) OUTSCUND (PCE/ HOURI
.... .... .......... .. - men. ....... ......... ..........
CL A 55 f F IC A T106 1
ACLE55 hol HOPE #LANT ACCESS R03 1.0 30 _____.1-___. 1490 2 ACCESS 402 SAL 9 PLANT ACCESS uu3 SECONDAPY HWY 1
0.R 30 1 1490 ACCESS A03 ALCESS RU2 *RIVTE POV 1.0 SECCNOARY HWY 4 __30 1_ _ 1490 SECONDARY MWY PPlvfC RDA ACCESS M03 ALLOWAY R*J 03 .. 35 1 1230 5 SECONDARY Nhv 6
ALLOWAY RD PRIVTE RDA ALLWAY CAE 1.3 4s 1.
ALLW4Y CuK P91VTE RDB GPC55 CUP R .._ _ 1490 SECONDARY HWY T
1.7 45 1 1600 GUTTONWICD PANC0AST SALEH H RD SECONDARY HWY
- 1. 0 __,__33 5
OUTTON>000 SALEM H R0 CUFF A0 0.2 50 1
__ 1600..._ SFCONDARY HWY 9 CUFF RU HASKELLS R ,CANTCN RD 1 1490 SEC OND ARY HWY 10 C ANTINJ RD CUFF RD
. 0.5 . = 50 1
_ 1490 SEC CNOARY HWY OUINTON HM 0.5 50 11 Q'llNTON HM CANTON RU 1 1490 SECONDARY HWY LINE 012 08 ___10 1 17 CJi970H H1 LINK U11 LINR 011 0.5
_ . . 1490 . . SECONDARY HWY 13 50 1 1490 SECCNOARY HWY 0011 TON HM LINK 012 0. TOWN BOY 01 I4 OUINTJN H1 0. TOWN WOY PERRY R0 06
_. . ._5 0 1. 1490 SECONDARY HWY 15 50 1 1490 SICKLtY ST PERRY R0 mal.4 ST 0 5.. ..__50..._, J ..._.
SECONDARY HWY 14 SALEN M.P0 1490 SEC OND A RY HWY RUTTONWQOO SECOMO ST 17 SALFM H.RJ SLCOND ST FT. ELF 56RG 0.3 30 1 1490 . SECCNOARY HWY 19 SALEM H.RH 1.0 ___3 0 _ ., 1.__. 1490 5ECONDARY, HWY 1.1 .
FT. ELF 58RG EL5NROPO 40 1 1490 19 SALEM H.RU EL5N80R0 SCCONDARY HWY AMdELLRURY 1.0 .. ._ .4 0.. 1.._,
20 SALEM H.R0 1490 SECCNDAR* 4WY 21 A*WFLLHURY GR1Ev5 Puf 03 40 ..__.1 1490 MASKELL HL CUFF RD SEC ON04f tY cat 470N RD . 0.7 50._ 640 22 RTE 560 CANTUN PU 0.MASKELL 1.7 50
..__1... PRIMARL -
- 23 R TE 540 0.HASKELL QUINTGN ho 1 . 1490 PRIMARY amY 24 R Yr 540 QUINTON 00 JERICHO R3 0.5 _ . 5 0. . .__ __ ._ 1 __. _ 1490 . PRIMARY HWY F5 0.5 50 1 1490 CANTCN R0 MASKELL HL CHURCH RD 1.5 PRIMARY MhY 26 CANTON A0 CHU*CH PD 10 __ _. _._ _1_ _ .. 850 PRIMARY HWY OCh4N RD 0.8 50 1490 27 CANTlwJ RD OCEAN RC STOW C. boy 1
PRIMARY HWY 2* CANION RD 0.8 50 . ..1._ 1490 PR IMARY ~ HWY 2Y STOW C. P.d Y PRIVATE RD 0.5 50 1 1490 PRIMARY HWY CA N *Fi PD PR!vATE R0 STOW CR P.0 0.7 10 50 _1_.__. 1490 PRIMARY HWY STOW CR RU CAflTON AD to Mt. AAD 2.3 50 31 1 1490 P81 MARY HWY STOW CR RH 10 11. RAD PC:4Y RU 0. .t 50 1 1490 12 $IDW CP RD PONY RD Q.JEPICHC 0.3 PRIMARY HWY 33 MO 1 1490 PRIMARY HWY CANTON RO 510'.4 LR. R D CHC5ft4UT 34 CIE S T.*IUT 0.5 aJ 1 1490 PRIMARY HWY CANTON Ro WILLIS un 0.5 50 1490 35 alLLIS 10 CHESTMUT 10 Mt. RAD 1.5 50 1 PRIMARY HWY J6 WILLIS 40 1 1490 PRIMARY HWY 17 to 11. RA0 ftACANIPUK 0.7 50 1 1490 wlLLIS RJ HACANIPUCK PCNT RO 0.5 50 PR I MA R Y HWY 14 WILLIS *O POMY 'O 1 1490 PRIMARY HWY J9 JFRICHL e3 0.2 50 1 1490 GUM T4EE CH E STNUT PRIMARY HWY 40 GPNWCH 80Y 1.2 25 1 1990 SECONDARY HWY GUN YrCE GP f 4MCH 60Y STATHEMS 0.5 41 50 1 1490 SEC0h0ARY HWY GUN TR E E STATHENS HILL RO 42 1.J 50 1 1490 SEC040ARY HWY CUM TP E1 HILL RJ 13 Mt. RAD d.2 50 43 GUM TREE 1 1690 SECCNDARY HWY 44 10 Hl. RAD DACONS RU 0.6 25 1 1480 8tCCNS RD SECONDAPY HWY 45 GUM TP.F C Yf f.PEATE 1.0 50 1 1400 YC G8 C A TE BACONS PD MAPLC ST SFC040ARY HWY 46 0.2 35 1 1410 SEC0r+JARY HWY MAPLE ST YF GR Cafr SHEPPARDS l.R b5 1 , 1490 PRIMARY HWY continued O O
4%
3
.,.u.,.
... ; ....- . . . ,. - +. .. . .~ . . ;. : n . . .. ....
.u . .: . . c
..../..,
4 .c. .
Administration's 1965 Nighway Capacity Manual and the Traffic Engineering Series Capacity Analysis Procedure for Signalized Intersections published
~
by The Traffic Institute, Northwestern University. Capacities were estimated at roadway Level of Service (LOS) D in computing the adverse l weather travel times and at LOS E in computing the typical weekday school-21
[in-sessionandnighttimesummertraveltimes. A more detailed explanation
)
of the method used in determining these capacities is included in the 4
- Appendix As Evacuation Time Estimate Methodology.
T i Locations in the EPS where traffic controllers will be stationed to expedite the flow of traffic have been considered. These locations are listed and shown on the maps in Appendix F: Control Points. If fixed traffic controls exist at such locations, it has been assumed that thase controls will either be made inoperable or will be manually controlled.
l D. ROADWAY CHARACTERISTICS 7,
k The characteristics of the selected evacuation routes are summarized in Table 6. These characteristics are identified by the major links in the evacuation route network as shown in Figure 23. A link represents a roadway segment where the physical and operating characteristics are similar, or a portion of a route ,between other primary intersecting evacuation routes. The links are identified by route name and/or number, route classification, number of lanes (in the outbound direction), free flow travel speed and designated capacity. The route classifications are limited access highway (L), primary highway (P), secondary road (S), and rag (R) . .
S
\
_ . _ . . _ . _ _ _ _ _ . - _ __ =_
9 1 .i ,
TABLE 6 .
I Roadway Link Characteristics l
)
' ~
(conti:med) i f
. .. . PRACTICAL l a-LINE DESCRIPTION LINK NUMRER CAPACITY LINn -- - LENGTH . 5 PEED _ QF_.L ANE5 Ouf800NO ROADhAY '
NUMREP MalNLINE FROM TO IMILE58 (MPHI UUTSOUNO IPCE/ HOURI CLAS$1FICATI'I emesse senseemmes sommesseem ==== . .. = = . e_ 2 e,ee ==,y..,, em e s esse eg _ sea seme ===== ,
93 MAIN ST ..$1CKLCY ST RTE 581
. 0 1. .
- to i _._.690 . PRIMARY Hw 94 MetN ST SICKLkY ST RCalNSON R 0.1 50 1 1600 PRIMARY Hs t 95 BR10GCTON RoulN50N R BURDEN HL , _ 2. 0 .. SO 1 1600 .. . PRIMA'RY HW 96 R TE 581 RTE 49 to Mt. RAD 13 35 1 1600 PRI MARY Hw 97 RTE SR1 .1J Mt. RAD BURJEN HL 0. 3.. 3s t .1600 . . PR I MAR Y. HW
' *R RTE 581 BURDEN HIL ALLwY SOY 0.2 35 1 1600 PRIMARY Nh
- 99 RTE 581 . _ ALLwY 80RY RTE S40. . . _ . 0 3. as t . 1600 . ...PR IMAR Y Hk 100 RTE 49 YORNE ST G-Town 80 0.3 S0 1 1490 PRIMARY HW l
101 RTE 48 . . . 0-70WN.80Y PRIVATE RO . 1 A _ to 1 1490. _ ,, PR IMAR Y He 102 RTE 49 PRIVATE R0 0- ALT 10N 1.2 SO 1 850 PR IMAR Y Mk 103 0- AC TION . ATE 49... TOWN BORY .. 0,6 _ so 1 1490. . PRIMARY .Mk 104 0-ACTION TCWN SORY lu NI. RAD 1.0 S0 1 1490 PRIMARY Hb
+
105 4-ACTION 10 Mt MAO OUAELR RO . .. 0.3.._.._30 1. 1490 _... PRIMARY Mk
- 106 OUACKER RD 0-ACTION Town SORY 4.2 45 1 1490 SECOND ARY Hw 107 QUACKFR RO TOWN BORY MECK RD .1. 7. . _ .. 30 _. 1_ . .. 1490 . SECONOARY Hb PRIMARY Hb 50 1490
'7
_ 1490 SECONOARY HW l 109 110 30A K E't NEE GP. ANT ST CLA.4CEY R0 13 30 1 1490 SECONDARY Mk 111 QUAKER f4EK CLAr4CEY 10 Nf. RAD 0.5 _. 30 t _. ,. ,.,1490 SECON044Y He 112 QUAKER NEK 10 Mt . R &*J O-ACTION 0.3 .
30 1 1490 SECONOA* 'Hb til Q-ACTluN QUAKER NEK RTE 45 21 . 50 .
i . 1490 . PRIMAT Jh s 114 RTE 49 0-ACTION 8455ET RD 0.6 SS 1z 1600 PRIMAR. sam 1.8......_35 5ECONDARY Hb 1
Town 80RY
' HAGGERVL 115 WAL:4UT 57 .. . . .
116 WALNUT ST SALEM Buf' SALEM H5 0.5 15 1 14*0 1600 ... SFCOMOARY Mk 117 WALNUT ST SALEM H5 WEST GWAY . 0.7 35__ 1. 4RO SECONDARY Hb 118 WEST RWAY MARKET ST WALNUT ST 0.0 35 1 79 0 SECONOARY Mb
- 119 BRUA0wAY WALNUT ST YORKE ST 0.5 .. 35 . 1.. 1040 SECONDARY Mk 120 AMWELL EUR Y PT. ELF 58RG FT.E-5ALEN 1.6 50 1 1490 PRIMAR Y HD F T.E LF 58R 3 5-LAN0 LNG AMwtLLBURY 10 .._. 50 .. _ .1 1490 PR IM AR Y Hb 121 , ..
Ff.E-SALEM AMwELLOURY SALEM SUV 0.1 SC 1 1490 PR I MAR Y Hb 122 173 FT.E-SALEM TCAN BORY CAK ST 0.5 39 1 1490 SECONDARY Mt 124 OAK ST CAK ST mE57 OWAY 0.6 35 1 1490 SECONDARY H6 F T. ELF 50RG SCHRIER A 0.5 40 1 1410 SECOND ARY Hb 125 5-LANotNG 126 5-L AN 11NG SCHRIER AV FRICNOSHIP 1.0 40 1 1410 SECUNuaRY Mt 0.5 .. 40 . . . 1. 1410 SkCONOARY H6 127 TIL80R Y Pti FRIENOSHIP TUwN 00RY SECONOARY Hb 128 TILR'Pt v RD ' T0 h1 50* Y GRivES PK 0.4 40 1 1410 121 GRivf 5 PKY wtST ewAY GRIFrilH 0.2 30 , 1 1480 SECONUARY HD ETE 49 GRIF F I TH LIGHTHQU5k 20 S0 1 1600 PRIM 44Y H6 130 1 41 RfF 49 LIGaTHOUST 10 41. R40 0.1 S0 1 1600 PRIMARY H6 132 8 tti 49 to 11. MAJ MOOK Ru 0.5 50 1 1600 PRIMARY H6 RfE 49 H004 RO Ft.WTT RO 0.0 97 1 1600 PRIMARY Hb 133 .
WEST gwAY GRivE5 PM CHESTNUT 0.3 30 1 700 SCCONDARY H6 134 115 htST OWAY CHL5fNUT MARKET ST 0.0 15 1 1490 SECOND A RY Hb 4
MARKEf 57 0.1 30 1 740 SECONDARY Mb 1M OWAY WEST GRA?4T ST 610 SECnMOARY Mb
, 117 GR ANT ST RTE 45 KE45 HEY ST 0.5 30 1 0.S 40 16d.0 Hb 134 RTE 45 GRIFFIN OLO KINGS 1
PR I. MAR Y
\
h
[ v
! 24 .
1* .
(- TABLE 6 Roadway Link Cnaracteristics (continued)
' PRACTICAL NUMBER CAP AC I T Y LtnR Dr5CRIPfluN LINR RCA0 HAY SPEED OF LANES O UT 5OUND
-- -- LENGTH L tNR TU IMILES3 IM*HI UUTBOUND IPCF/ HOURI. CLA55tFICaft!
%U gq re mal 4LlHE FROM .......... ...... .....
1490 SEC040 ARY HW' 4T MILL RO GUN TREF 10 11. MAO 0.2 40 } ~~
- 1490 SFC0h0ARY HW MILL RD 10 MI. Man YE GRkATE 1.0' 40 1 1490 SECONDARY HW 48 0.R 40 ..____ J.
YE GREATF SPRMTWN RD , , .
1490 '5FCONDARY HW' 49 SHCPPASOS 0.T 40 1 50 .5HfPPARJ5 SPRHfwN RO MAPLC ST .___I___, 1490 PRIMARY Hw SHEPPARDS TOW.1 80RY 0. 5,, _ _. J S. PRIMARY Mh' St MAPLC ST 1.2 SS 1 1490 T0kN SORY DOWENTOWN PRIMARY H W' 12 MAPLk ST STATHEM S GUM TREC 10 Mt. RAD 1.0 _
50 )_ . 1600 1600 PRIMARY H W' S3 0.2 50 1 S4 STATHFMS to Mt. RAD CHCSTNUT .1____._, 1600 .., PRIMARY .Hw' 55 STATHCMS CHE STNUT UPPER ADTN ..
0.5 , . . 5 0 __ 1600 PAIMARY HW' STATHEMS 0.9 So 1 S6 UPPER ROTN CHEST 4UT l 1600 PRIHARY H W'
. TOWN BDRY 0.6 50._ PRIMARY H W' UPPER ROTN STATHE45 1600 4 ST 0.5 50 1 UPPER RUT 4 TOWN BURY ROA05fDWN , 1600 PolMARY HW' SG UPPER ROTN ROA35fChN 0. 5 .. 5 0 ._, _ 1_. . . PRIMARY H W' 59 SPRNGTOWN 0.9 50 1 1490 60 0.JER4CMG WILLIS PD RUAOSTOWN 1___,, ._ 1490 PRIMARY Nh' RARACY RUN U.T ., ,, 10_. HW' 41 #0&OST9hh Q.JERICHU 50 1490 PRI MAR Y g&RRET 80Y SHILuH SUY U.3 1
. ., PR I MAR Y H W' 62 ROA05 TOW 4
, 0. 3 .__ JS 1 ., 1690 63 AU A0 h T GWA . SHILOH Rny *TE 49 1590 PRIMARY HW' RTE 49 5U.4AIN hT SHILOH 03Y 0.5 30 1 1950 ,_ PRIMARY H W' 64 0.3 30 1.. ._
65 RTE 41 5HILOM 30Y 5ALEM PEE 1A90 PRIMARY Nh' r- JCRICHO RO 1.0 15 1 66 SHLCH CUMN SALFM PRk 1 ___ 1490 . PRIMARY.HW.
t SHLCH CCHN JCRICO RU RTC S40 1.6 _, ,,90 1490 PRIMARY Mhi ks . 61 0.6 SO 1
$4 0-JCRICHC RTE S40 MILL P0HO i_,,_. ,1490 . PRIMARY Mki 49 Q-JERICHO . MILL PCNU ..JERICHU RO. . 2.T __ . ._}a 50 1490 PRIMARY Hwi 0-JERICHO JERICHO PD 10 11. RAD 0.2 1 1490 __ , PR IMARY HW)
TO 10 91._ R A0 STOW CR R
- 1. L . .. __jHQ . 1 .
PRIMARY HW1 il Q-JERICHU 00 S0 1 1490 0-JLRICHO STOW CRR LINR OT3 1490 PRluAPY Hwi F7 LINR 0T2 WILLIS RD . 0 6 , , _ _. 50 _ _L_ SCCONDARY Hwi T3 0-JEPICHQ 0.3 50 1 14*0 T4 JFRICHO RD Q JERICHO 10 Mt. RAD 1,. .1490 SECONOARY HW5 YS JERICH9 Ru to Mt. RAQ LINR OT6 . 0.5 . . . . SCL_ 30 1 1490 SECONCARY HWi TA JERICHC 40 LINR 075 MARL 80RO R 10 1490 SEC0h0ARY HW' NTE 49 0. 5 , , _. 90 . . . 1 ._,
TT JEAICHO RO MAdL50R0 1h00 SCCONDARY HW) 15 50 1 T* RTE 4* -JCRICHO Ru SHLON COHN 1.0 , . 50. . .. 1 1440 SECONDARY HW$
F9 JERICHU R1 PTC 49 . SHLQH CCHN 1490 PRIMARY HWs RTE S40 ri-JERICHU 10 11. RAD 1.6 S0 1 1490 PRIMARY MW) 80 0.5 90 . ... 1 .
91 RTE S40 10 Mt. RAD RTE 49 10 SO 1 1600 SECONCARY Hwi 92 8TE 49 WTE S40 SALEM 90Y 1600 SECONDARY Hw' 0.2 So . ._ _1 PRt.ARY Hwi J3 PTE 49 5ALEd 50RY JCRICHO R0 50 1490 RTE 49 TE LE GR A*H 1.1 1 1440 PR I MAR Y N hi 44 RTE S40 0.3 50 I 8% RTE S40 TELCGRAmt ALLOWAY BD ...
1490 PRIMARY H W' 1.4 50 1 84 STE 560 ALLudAY 80 COHNSV AL 1690 GCC DNo &RY HW' JCRICHO R0 WTE S40 RURUCN HIL 0.5 90. ,_ .. .!
1140 SFCOND ARY Hwi 4F 1.1 45 1 A9 P UA JEN Hll JERICHO pu RTE 49 .1 1610 PRIMAR Y HW1 49 Pit 4g BURUC'4 HIL 10 41. P A0 1.2 SO 16J0 PR IMAR Y H Wi -
0.8 SC 1 90 RTE 44 10 Mt . R A3 CUHANSEY 50 1 1690 P*lMARY Hmt 10 :91. RAD 0.8 PRI MARY H W1 91 8URDE4 Hll RfC 49 1.0 50 1 ,1490 92 RUeOF.N HIL 10 48. R AD ALLOWAY RD
, 4 ,
1 i
. s . . . ..
i .
. TABLE 6 Itoadway Link Characteristics (continued)
. . . PRACTICAL LINK OCSCRIPTl0 4 LINK NUM8E4 CAPACITY LIA - - LENGTH SPEED. 07. LANES QUTSOUNO ROADWA Y
'4WMSEM M4fMLll4E FROM 70 (MILF51 IMPHI ,04T8CUNO (PCE/MOURI CL A55t P IC Af f!
IP9 R T E 449 00PONT PKY RTE 484 1.1 .__,._45 _.,1. . . . 1120 . SECONDARY NW 100 00PGMT PKY RTE 469 D4URPRE 80 1.3 50 2 4000 PRIMARY HW 191 OUPONT PKY THURPRE A0 ' WAL%EM 5.R 1.5 . 50 _ 2.... _ . 4000 _ PRIMARY HW 192 WALKER 5.R RTE 5 RTE 490 0.6 40 1 1120 SECONDARY MW
- 19 1 WALKER 5.R RTE 490 EAGLE N.R0 .._.1 0 40 t 1.120 _.__ SECONDARY MW 194 WALKER 5.R EAGLE N.P0 DEA %YNEVIL 1.0 40 1 1120 SEC0kOARY HW a 195 OEAKYMEVll WALKER 5.R THURPRE RD . .O s6._ 99 1 1600.. . PRIMARY MW 196 DE AR YNEVIL THURPME RO BRIX 5.L.R 0.8 55 1 1600 PRIMARY HW 19T DEAKYNEVIL OttX 5.L.R DUPONT HWY 9,3 55 1 .1600 PRIMARY HW 198 OUPONT HWY DEAKYNEVIL RTE 6 10 50 2 4000 PRIMARY MW 199 PL EM.L O.R0 UAvl0 CA.R RTE 454 1.3 30 1 _ _.1200 SECONDARY HW 200 PLE1.LO.RO RTE 454 TN040 ICCK 1.0 50 1 1200 SECONDARY MW 201 PLEM.LD.R0 THORO NECK OEAKYNEVIL _ 0 5 _. . _.50 _L__ 1200 ... 5CCONDARY HM 202 DEAEYi4 EVIL THURPR E NE PLC4.LO.R0 1.5 35 1 1200 SECCNOARY MW 7 " 2J1 OEARYNEVIL PLEM.LO.Rd RTE 490 1.1 . 55 ..1 _ .. 1600 . PRIMARY HW v
~
204 DEAEVNEVIL RTE 490 EAGLE N.R0 1.0 55 1 1600 PRIMARY MW 205 EAGLE N.R0 DEAEYNCVIL WALKER 5.R 0.8 39 1 _. , 1200 .. .SECONOARY MW 204 EAGL E N.R0 WALKER 5.8 RTE 444 0.5 35 1 ~1200 SECONDARY MW 207 EAGLE N.R0 RTE 466 RN LAMD.R0 1.5. ..__35 -
- 1. . . .. 1200 5ECONOARY HW 208 OCARYNEVIL EAGLE N.R0 WALKER 5.R 1.0 55 1 1600 PRIMAR* ~'4W 209 PLE4.LD.R0 DEAKYMEVIL SMYRNA Rtv 0,T 30... 1... 1200 . SECONCA W 210 RTE 9 SMYRNA AtV SMRT5.LO.R 1.0 50 1 1200 SECONOAh4 - aw l
211 5HRT5.LO.R RfC 9 . LINK 212 .__0. 5 .,_.4 3 t ._,1200 .._ SECONOARY MW
- 212 SMR T 5.LD.R LINE 211 LINE 213 0.8 45 1 1200 SECONDARY Mk
( 213 SHR 7 5.LO.R LIMM 212 RTE 6 1.0 . _JQ 1. , 1200 PRIMARY HW i 214 RTE 6 SMR T S . LO.R MILL C. SAG 0.Y 50 1 1300 PRIMARY Hh 215 RTE 6 LINK 342 OUPONT HWY 1.0 _. 50 _ t_ 1600 PRIMARY MW 216 ATE 9 SMR T S . LD.R LINE 21T 1.0 50 1 1200 SECONDARY MW 21T P.TE 9 . LINR 216 TAYLDR GUT 0.8 . 5 0__ . . . __ f . . ._ _ 1200 5ECONUARY MW 218 MTE 9 TAYLOR GUT RTE 4 1.0 50 1 1200 SECONCARY HW 21' LINK 219 RTE 9 LINE 220 0.6 50 L . 1200 PRIMARY HW 220 LINE 220 LINE 219 SMRTS.LO.R 10 50 1 1200 PRIMARY MW 221 OUPONT PnY TOWNSENO.R RTE 456 13 50 2 4000 PRIMARY MW 222 88-NO T WN .t TOWNSENO.R DUPONT PKY 1.6 50 . 1 1600 PRIMARY HW 22J TAYLUM 8-R STUMP C.R0 RTE.456 0.6 ._50.____. 1.. 1200 PRIMARY Hu 274 TICMS.LO.R THOMS.LANJ TNGMS.CN.R 0.R 35 1 1120 SEC CNOA RY Hw 215 THO M S.cra.4 THOMS.LO.R STUMP C-Ru 0.Y 35 1 1120 SECONDARY HW 226 RTE 299 THOMS.CN.4 APOJNn.RIV 1.2 50 1 1200 Pa l MAR Y H=
22Y RTE 299 AP00MK.Riv 00P.Puv.MO 0.5 . 30 ._, 1 470 PRI9ARY Hu 72R RTE 299 00P.PKY.NM OUP.PKY.5R 0.0 30 1 660 PR I MAR Y Hw 221 RTE D9 DUP .P K Y. 50 00ESH Li NE 1.2 30 1 T10 PR I MAR Y MW 230 R YE 299 SPICE M.R0 SLV4 Lame.R 0.5 50 1 1600 PRIMARY Hw l D1 ATL 299 SLvRLAnt.x 84040 ST 1.0 50 1 720 PR I MA M Y NW
. 232 WARWICK RO 3RCAD SI RUNNER H.R 0.5 50 1 16J0 PRIMARY HW 233 . WAR WICK RD SUNnqR 40 RTE 10
- 1.0 50 1 1600 PRIMARY HW l 234 SUMEkA H.t WARWICK RO RTE 435 1.0 40 1 1600 , SECCNOARY Mb i
l i i
' TABLE 6 R6adway Link Characteristics (continued)
PRACYlCAL LINK NUM B ER CAPACITY
, LINK UESCA1PTION OF LANES OUT33UND ROA0wAY
- - - - - - - - - - - - - - LFNGTH SPEF0 ~
1 t*1K 0U7d0040 (PCE/ HOUR) CL ASSIF IC ATI NUw3tp MAlbtINE FROM 70 89tLE53 INPHI 1.0 40 1600 PRIMARY Hw 139 RTE 45 OLC KINGS 10 41. R AC 1 PRIMARY Hw 02 40 1600 140 RTE 45 to Nt. RA3 RTE 540 55 1
,,1 , 1490 PRIMARY Hw POINTPR SW RTE 540 GURJON 1.0 141 BA53ET RD 2.2 55 1 1490 PRIMARY Hu 142 KI'465 wwY GOR 00N 55 1600 PRIMARY Hw 143 RTE 45 PatNTERS GOR 00N 40 0.8 1 **
RTE 45 GUROUN RD RTE 540 0.3 55 1 ~ 1600 ~~ PPIMARY HW 144 55 ., 1600 PRIMARY Hw 149 RTE 45 RTE 540 Q- AC TI ON 0.6 L..
1.5 50 1 1490 PRIMARY tw 146 PG t t4 TE R AV Pot 1TER SW ORIJCE PRIMARY aW 147 F T . MOT T RD STATE PK 10 Mt. RA3 0.5 ,_ _45 (____ .. 1490 PR i g AR Y HW 0.7 45 1 1490 14G PT.MOTT RS 10 41. MAO M4485UNVIL PR I MAR Y Hw 149 P1.MOTT RD_ HARI53NvlL RTE 49 2.0 ___ 45 1 __ _ 1490 0.3 40 1 490 SECONOARY Hw 190 YORKE ST GRIEV5 PKY BROAchaY 1550 PRIMARY aw 191 G* lEVE S PK WAY YORKE WALNUT 0.5 , , , 45 _____ $_
0.3 45 1 1550 PRIMARY MW 152 GKIEVL5 PR WAY WALNdf OAK 1,,__ 670 PRIMARY sw 193 GR IE VC S PK WAY 04K T I.589RY RO 0.5 45 _
0.3 40 1 490 SECONDARY stw T 194 WEST sway ate. 149 Panasv111e 1200 ....., PRIMARY Hw 155 wECHVILLE AT! JK CUT. EP2 .0,.5 __ . _50 1 i
1.5 40 1 1120 SECONDARY HW 160 STAVE L-RO STAVE LONG STUMP C-RO 1200 PRIMARY Hw STUMP C-RJ STAVE L-o') TAYLOR 8-4 ,0.5.__. 50_ 1.___..
161 .
1120 SECONOARY HW 16 2 T AYLtR M-R STUMP C-RU Lit 4K 163 1.0 50 1
_,.QsI. .. t_____, 1120 ,.5ECONDARY HW
-,_
- 163 TAYLCR 8-R LINK 162 DUPONT PKY .._19 4000 PRIMAPY Hw 0.6 50 2 (k 164 OUP347 PKY TAVLOR C-R TCwNSENO R ,$5 l_ . ,_,1600 PRIMARY, Hw TCdNSEND R DUPCNT PKY 08. LANO RQ 1.3,_. .
169 ,
1600 PRIMARY Hw
(
144 COLawL L-R meLAND ROL INK 167 1.7 55 1 10 SS t__ __. ,_.1600 Pa l 44R.Y Hw l
167 CnLOhL C-R LINK 164 . 00Gio.N R0 40 12JO .. SECOMOARY HW 16S CECAP SP-4 SWA4P PRIVATE RD 1.8 1 1.0 . _ . 40.__ !_. 1200 SECONDARY Hw
- 16? CECAR SP-R PRIVATE RO FLEMINC5-R 50 1 1200 PRIMARY Hw TAYLOP 9-R FLEMINGS R RTE 456 2.0 l 1TP 45 1120 SEC040ARY Hw RTE 456 TAYLLR H-R ,8B LAND RD 1.1 ___ 1_ _
I til 1220 SFCONDARY Hw R TE 456 80 LAND R0 OUP3NT PKY 1.5 45 1 l 1T2 C.5 . . ,50 _ ___. 2 4000 PRIMARY NW
- 17) OJPONT PKY RTE 456 88 M10TchN 4000 Pi[wANY HW l 0.6 50 2 1F4 OUPONT PKY 00 980TCwN SALEM CH-R 1. 1990 PRIMARY HW 175 SALE:4 CH-R DUPONT PKY ESCNEZER-R 0.5 . . 50 ,__.
06 45 1 1200 SEC040ARY Hu 1T6 EMENEZEP-4 5ALEM CH-R PENN RAIL 1, 1200 SFCCNDAAY HW 177 EPFNETEx-R PENN R AIL LINK 1T8 0.7 . . . _.4 5 z-TWN50-0 EXT 0.6 45 1 1200 SEC ONO ARY Hw l 178 EC ENELER-R L l '4K 177 1200 SECCM?ARY Hw 174 EBENf2ER=4 T =4 50-CE xt NYC 4T3 0.6 4 5 . . ._ 1 i 0.5 45 1 1200 SECCN0ARY Hm 190 FLEMtHGS-A Ct0AR S P-R DAVID CR-R 40 1120 SEC ONDA P Y Hw 141 OAvl0 C*-4 PLPwitaG5-4 RTF 454 1.3 . I SECONJARY Hm i
RTE 51 0.2 40 1 1120 1R2 04WIQ CP-R PTE 454 1120 SECCNOA RY Hw 19 3 RTE 51 UAVIO CP-R RTE 466 11 40.. 1..
2.0 50 1 1120 SEC0%DARY HW 186 su L4ND A9 RTE 51 RTE 456 74fMA8Y Hw 0.5 50 1 1220 119 RTE 51 BM LA40 PJ EAGLE N.R0 1120 PRIMARY Hw RTE St EAGLE N.R0 OUP3NT PKY 0.2 50 1 196 E 44J0 PR I 94R Y Mk leT SUPCNT PKY EAGLE N.ml RTE 51 1.0 50 .
0.T 50 2 4000 P* [M AR Y HW IqR DuruMT Pnv RTE 51 RTE 469 l
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TABLE 6 g adway Link Characteristics (continued)
. _ .. . PRACTICAL LINK OESC8t Pf!ON LINK. NUND ER CAPACITY Lime - ~ ~ ~ ~ - LENGTH SPEED . 0F L ANES . OUf50UNO R OA 0hA Y
'4WMS PR MAINLINE F#0N 70 (MILE 55 (MPHI OUT8CUND (PCE/MOUR) CL455tPICATI 291 50Y05 CN.R RfC 9 LovEPS L A 1. 0 . .. _50 .1, . 1490 PR 14 AP Y Mk 282 8GYO5 CN.4 LOVERS LA PORT PEN.R' U.6 50 1 1490 PRif1ARY HD 293 50Y05 CN.R POR T PEN.R LINE 284 1.T. _50 1_... 1490 . PRIMA 8Y H) 244 BUYDS CN.t LIf4K 293 OUPONT PKY 06 50 1 1490 PRIMARY Hb 29 5 80Y95 CN.R CEDAR LANE LORWo.GR.R 1. 0 .. 40 1 '. 1490 .. . PRIM ARY . Mb 256 80Y05 CN.R LOKWD. GR.R RTE 301 0.5 40 1 1000 PRIMARY Mt 297 RTE 301 SOYOS CN.R. RTE 431 0.5 90 1 . __ . 440 _ _, . .. PR I MAR Y Mb 288 RTE 301 RTC 431 RTE 429 1.5 50 1 1600 PR I MAR Y Hk 289 CHURCHTN M . RTE 301 RTE 435 ..21 40 1 = 1490 _ .._ PRIMARY Hb 29 0 RTE 435 RTE 429 CHURCHTM R 1.6 50 1 1120 PRIMARY Mk 291 RTE 435 Sk THEL C.R . CHURCHTN R ,. . ,1,2 40 1 . 1490 .._fRI4ARY.Hb 292 R TE 9 SOYO5 CN.R LOVERS LA 0.8 - 45 1 1200 PRIMARY Mh 293 09fCH NK.R RTE 9 SHNGL.LO.R 1.2 .,__ _ 1Q 1 -
1200 ... PRIMARY Mk 274 OUTCH NK.R SHNGL.LO.R . PRIVATE 40 1.2 45 1 1200 PRIMARY Hb 295 OUTCH NK.R PRIVATE RD SIDDLES CN 1.0 . ._. 45 1 .. 1200 PR! NARY Hk
' , 296 PORT PEN.R SOYO5 CN.R OUTCH NK.R 1.3 50 '1 1490 PR LMAR Y Hb 297 SIDJLES CN UUTCH NK.M 00PONT PKY 1.0..... 10 1 . 1490 . PRIMARY Hk
,7 29P DUPUNT PKY 80YUS CN.R MYET5 CN.R 1.1 50 2 4000 PRIMARY Mh c
299 RTE 413 CGYn$ CN.R HYETS CN.A 1. 6 . 40 . -
- 1 . 1120 SECONDARY Hb 300 RTE 412A HYETS CN.R BIROS LD.R U.2 40 1 1120 SECLNOARY Hb 30 1 OIROS LD.R RTE 412A LORWO GP.R 0.7 _ 40 .1. 1120 PR I M AR Y . Mk 302 RTE 412 LDPW GR.R RTE 63 1.8 40 1 1120 . PRIMar 'sh 39 3 RTE 896 80Y05 CN.R RTE 63' 1.1. ,_ 10 1
... 1600 PRIMA. 4h 104 RTE 63 R TE 896 hETHEL C.R 0.5 50 1 1600 _,PRl44Rt 'Hh AOS SETHEL C.R RTE 43 RTE 435 1.5 . . _49 __1._ ... 1490 PRIMAR Y Hh
~ * ~
306 RTE 9 OUTCH NK.R SRCH. CANAL 10 35 1 1490 PRIMARY Mk 397 RTE 9 ORCH. CANAL CLINTON ST 0.2 . 35 .'.__._1... 1160 PRIMARY Mk 338 CLt'if0N ST RUINS RTE 9. 0.5 30 1 330 SECONO ARY Hb 309 CLINTON ST RTE 9 . ORA.CR.ARN 0.6. . . 30... 1,. 330 . SECONDARY Hh 310 COM NECK L ORA.CR. ARM ST.GEG.CN. 2.0 50 1 1400 SECCNOARY Hb 311 SIROS CN.R ST.GEO.CN. DUPUNT PKY 0.8 50 . L 1600 SECONDARY H.
312 09PONT PKY KIR.5TGG.R BIROS CN.R 0.5 50 2 4000 PRIMAPY Hk 113 KIR.5fGO.R OUPONT PKY MCCUY 40 . 1.1 40. 1 1200 SECONOAPY Mk 314 KIR.5TGO.R MCCuY RG. ' KIP 4000 . 1.5 40 1 1200 SCCONDARY Hk 315 00 PUNT PKY BIROS LO.R ,KIR.57GU.M 0.8 50 2 4000 PRIMARY Hu 316 00PONT PKY 8tuDLES.CN 91R95 LO.R 1.5 50 2 . 4000 PRIMARY H.
317 9 tR05 LD.R O'JPUNT PKY LINE 318 11 50 1 1200 PRIMARY Hk 318 31735 LD.R L t r8K 317 RTE 412A 0.8 50 1 1200 PRIMARY Hk 319 DUPONT PKY HYE TS CN.R SID0LES CN 0.9 50 2 40J0 PRIMARY Mk 320 RfC 9 CLINTON ST HAMSG.CN.R 2.0 35 1 1490 PRIMARY Hh 321 CLRKS CN.R HAM 3G.CN.R RTE 406 0.T 45 1 1200 PRIMARY Mk 322 CLRES CN.R RTE 406 OUPONT PKY 0.7
- 45 1 270 Pe lM AR Y Hk 323 DUPONT PKY 5tROS CN.R CLRKS Ch.P 10 , 55 2 3110 PR IMAR Y Hk 324 UUPONT PKY CLRKS CH.R RfC 5 1.0 50 2 4000 PRIMatY Nh 325 MAM8G.CN.R RTE # HANGUAG NU 2.3 50 1 1600- PRIMARY Mb 326 09P .PK Y .NR RTE 229 00CSA LINE 0.3 ,
TABLE 6
-f Foadway Link Characteristics (continued)
'~'
PRACTICAL LINE OCSCRIPflDN LINN N U ER
UM CAPACITY L INm. - - - - - - - - - - - - - L ENGTH QUf80VND ROAJhAY
, NU M4 Ed M A INL INE PROM YO IMILESj " SPEED (MPHj ~~OP LANES UyT804NO (PCE/MOURI CLA55tPICAf!C 235 00P.PKY.NR HALLACE RD RTE 299 0.7 ~~35 2 4000 PR I M AR Y Hwi 236 OUPONT PKY hALLALE R0 NOXfwN 9-R 2.0 ~ S' 2 4000 PMIMARY Hw?
, 23T NORTwN M.R DUPONT PKY MONEY A0 0.S 50 1 1120 SECONDARY hwy 234 NORTdN M.R MONEY RD NxTN.PD.8A 1 3'~~~~~'SO I '~ ~~ 1120 SECONDARY Mhv 239 NONUNfWN R MITN. P O. 84 SLVRLAKE.R 0.6 50 -
1 1120 ~~~~
SECONDARY MWT -
240 NUx0NT WH A $LVALAKL R 88-MDThN.R 0.8 S0 1 1120 SECONCARY MWT l 241 88-40fw4.R NORONfkN.R ' RTE 299 , , 1. 3 15 1 __,,_1600 _ ,... PRIMARY HWY i 242 48-MOTWN.R NOxnNThN.R RTE 458 0.8 S0 1 1600 PR IM AR Y HWY 241 83-40fwN.R , RTE 458 COLJWL C.A ,__.).7 50 1 __. , ___160 0 _ ... ..PR I MAR Y HWf 244 STUMP C.R0 THOMS.CN.R STAVE L-RO 1.3 SO 1 1200 PMIMARY HWY l 245 T HO MS.CN. R PutVATE RD RfC 424 . . 2. 0 _ , 45 1 1200 }ECONOARY HWY 244 THOMS.CN.P RTE 424 TH095.LO.R 0.1 3S ~1 1200 SEC ONOARY HWY 247 THOM5.CN.R VANCE NK.R PRIVATE R0 _, 0. 2 ___ _ _J S 1 __,1200 .. _ SECONDARY Huv 248 VANCE NK.R THOMS.CR.A PRIVATE RD 15 S0 1 1120 SECONDARY Mhv 249 V A NC E NK .R PRIVATE 40 DUPONT PKY __ _ 1 0_. SO 1 1120 ..
_, 4000
_5ECDNOARY HWV 250 OuPONT PKY V A NC E NK.R 00ESA LINE 1.S SS 2 PR IMAR Y Hwt 291 OUP .PK Y. 58 00ESA LINE RECHANIC 5 , __p . l ., _ 35 2 4000 PR I MAR Y hwy 252 NECHANIC $ DUP.PKY.58 BRICK N.R0 1.6 50 1 1120 PRIMARY HWY 253 R T E . 429 8 RICK M.80 SHLCR$.M.R 0,3 . __ __30 1____ ,_ 1120 1120 _ , , SECONDArv
- 294 RTE.429 SHLCAS M.R CECAP LANE 0.6 SC 1 SECONDARYHWY HWY u 25$ CCOAR LANE RTE 429 .. N.8RnAD ST _ . 1. $ S.0 1..._. _ _.1120 . PRIMARY HWY l' 2R4 N.3RuAD ST CEJAR LANE RTE 299 0.8 50 1 880 PR I MAR Y HWY
'297 RTE 301 CE D AR L A NC . RTE 429 1.2 ___50 1..__,,, ,1600 _ . PRIMARY HWY 298 R T E 42 9 R TE 301 RTE 435 0.8 SO 1 1120 PRIMARY H wY 25' R T E 43 5 . RTE 429 BUNKER H.R 1.. I - 40 1___..... 1t20 .$ECDNCARY HWY 240 RTE 429 CEDAR LANE RTE 301 10 50 1 1120 SECONDARY hwy
- . 261 RTE 9 .. VANC E MK.R $ ARUT BRI 1. 0 __ . . 35 1 . 1200 SECONo&RY hwy 262 RTE 9 RTE 432 RTE 423A 0.S 45 1 1200 SECONO APY HWY -
l 263 R TE 42 3 R TE 9 _ LINE 264 ,1. 7. __ __.4.0 1 .. 1120 ., 5ECONCARY HWY 264 R TE 42 3 LINK 263 DU80NT PKY 0.7 40 1 1120 SECONDARY Mhv 265 DUPONT PKY RTE 423 VANCE NK.R 0.7 . . . 5 0 .. . __ _. 2 4000 PRIMARY HWY 264 DUPONT PRY RTE 423 RTE 425 0.2 50 2 4000 PRIMARY hwy 267 R TE 425 . DUPONT PKY. SHLCRS M.R 0.5 . _ __30._ L_.._ 1120 SECOND ARY hwy
- 26R SHLCRS.M.R RTE 425 SHLCMS.LKE 0.8 40 . 1 1120 SECONDARY HWY
- 269 SHLCRS.M.R SHLCK5.LRE RTE 429 1.5 ..__. . 4 0 L_ . 1120 SEcom0ARY Hwy 4 270 OUP3NT PKV RTE 425 80Y05 CN.R 0.3 So 2 4000 PRIMARY Hwf j
271 80VOR CN.R DOPONT PKY SHLCR$.M.R 0.5 ...40. _ .1 , 1480 PRIMARY Mhf l 272 00Y05 CN.R 5HLC81.M.R pft.426 0.6 40 1 1490
- PR IMAR Y HWY 2Y3 ROYD$ CN.R RTE +26 HYETS CN.R 0.5 40 ... 1 1490 PRIMARY Hwv 274 8070$ CN.R HYETS CN.R CEn4R LAME 0.0 40 1 1490 PRIMARY Mhy 27S CLOAR LANE 00YU5 CN.R PRIVATE PD 0.7 45 P. 1.. 1230 SECONDARY HWY 276 CEDAR LANE PRIVATL 90 PFL 449 1.2 4S 1 1200 $ECONDARY hwy 277 RTE 9 PTE 423A AUGUST ACH 1.6 45 . . 1 1200 PRIMARY Nhf 278 RTL 9 AUGU$f DCH ROY0$ CN.M 0.6 49 1 1200 PRIMARY Hwy-279 D0 YDS CN.R BE ACH P.TE 9 01 35 . 1 1440 PRIMARY Hwf 280 80Vos CN.R RTE V RTE 9 1.S, 35 1 1490 Pal 1ARY jewf e
4
/ TABLE 6 Roadway Link Characteristics (continue d)
PRACTICAL LINK NUMMER CApactTY LINK DESCRIPYION OP LANES OUT 00UNO RCA0wAY
-- LENGTH SPEED L tu+ - - -
EMILE55 (MPHI OUT60UNU IPCE/ HOURI CL A SSI P IC A TI' MUMsEP MAINLINE F8CM 70 ............
0.0 35 2 2220 PRIMARf HW 32F UUP.PKY.58 MkCHANIC 5 RTE 229 -35 "~ 2
~ ~ ' ' '
4000 PRIMARY Hw-UUP.PKY.58 RTE 229 wALLACE RD 0.T 12R 40 1 1200 SECONDARY H.
RTE 9 RTE 6 HawKEY 8PH 0.8 329 20 ' "~~ S O' ' 2 "~ 4000 PRIMARY Hw 330 OUPONT PKY RTE 5 TYSTS.CN.R PRIMARY HW 10 50 1 1600 331 RTE 5 00 PUNY PKY RTE 301 1200 pe [M AR Y Hw NE w ARK RO 20 40 1 312 K1R.5fGO.R KIRKwuCU 40 1120 S EC CND A RY Hu 333 OLO STA T.R 00PGMT PKY RTE 4T 13 1 12 4f 1 1200 PRIMARY H w' 334 RTE 4T OLO STAT.R Rfh 484 1200 PRIMARY Hu R TE 469 RfC 4T 18 45 1 ,
335 RTE 494 45 1 1200 PRIMARY HW RTE 47 RTE 4R4 RTC 492 0.0 316 PRIMARY H w' 317 RTE 4T RTC 4R2 RTE 471 , 2.1 _ _ . 4) 'l ____ 1200 PR IM AR Y Hw RTE 4T CLAYTON 15 45 1 1200 338 RTE 4R2 _J _ _ _. , _ 1200 PRIMARY Hw-319 RfC 9 LOVE R S L A DUTCH NK.R 2.0 ., _, .;4 5 00 15 1 1060 SECOMUARY HW 3 40 PLMNG.84UG $ AGUT HRi N AAUT mRI 15 1060 PR I M AR Y Hw MILL C.8RG E ABUT nel W AnUT SRI 00 1 .
341 0.5 50 1 1600 PRIMARY Hw 342 RTE 6 MILL L.sRG LINK 215 I , ,._ PRIMARY Hw 341 RTE 229 CDC5A LINE SPICF 9. P O ,1. 0L. 90 - _ 3600 SECQNOAnt Hw; 15 1 1060 344 SLVR WN.8R 5 ASUT ERI N ASUT ORI _ 0.0 345 RTE 9 N AMUT 8R( RTE 423 . 0 6_ ...._..J1 ..I .. 1200 SECONDARY Hw S EC CND A P.V Hw; 15 40 1 1120 346 HYETS CN.R DUP 3NT PKY RTE 412A 50 1600 _,. SFCONDARY Hw
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wuGUL.8FCH, RTE 9 , 4,5 _ 1 ___
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- IV. TIME !! STIMATE ANALYSIS 1 1
I i
A. SCENARIOS ,
1 l
Evacuation time estimates are prepared to serve as an indicator and i
' tool for local emergency coordinators in refining their emergency response plans, as well as to aid local officials in selecting protective actions during an emergency. With these guidelines, three scenarics giving a range of conditions were selected for analysis:
o nest Estimate - A sumuser night at 3:00 A.M. when most families are together at home and special facilities have reduced staff levels.
- o Typical Weekday - A weekday mid-afternoon when children are in rc school and businesses are in operation (the family unit is dispersed) and special facilities are operating at normal s.taff levels.
. m 1
o Adverse Weather - A weekday following a snowfall or during localized flooding when businesses are in operation and children are in school and special facilities are operating at normal staff levels but few if any visitors to recreational facilities would be expected.
For each of the above scenarios, a special case was considered. The special case assumes that a site emergency has already been declared and all non-essential workers have been evacuated hours before the general emergency and evacuation are declared. .In these cases, only the evacuation times for the entire EPS are presented.
B. ADVERSE WERTBER ROADWAY CONDITIONS special efforts were taken to incorporate the local weather conditions in preparing time estimates for adverse weather. l b
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.c c.a Evacuation Routes . Evacuation Time Estimates Figure 23-Links Salem Generating Stations Hope Creek Generating Stations
- s m,- - - . ...--n .- - . . . . .n _. _
- - ,
- s.- s. - p..#S g . , - , , - - , , ,,y y,,,,i,-,---_m w_y ,.y. -.,_--e.-- ----,--y-wyw.---. i..g .- - - , . %-ymw., e~.-- e--
~
month precipitation level is slightly higher in Wilmington when compared to Shilo%. There is approximately a two-inch differen:e in the level of precipitation.. Comparisons of .he average temperature showed that Wilmington during the winter months has a slightly colder climate (approxi-mately 2* - 3*F difference) with temperatures below 32*F for 209 days.
I. Shiloh had recorded temperatures of 32* or below for 182 days. The slightly colder climate in Delaware increases the likelihood that snow ,
will occur instead of rain. -
4 The topography of the southwestern section of New Jersey is characterized by low-lying marsh lands surrounded with creeks and rivers. Flooding occurs when the water level rises above the saturation point of the land. In contrast, the northeastern seetion of Delaware is higher above sea level with its creeks and rivers less likely to overflow.
C. SONE TRIP CEERATION The traffic simulation model in its simplest form uses zone tr,ip generation assigned to a pre-selected evacuation route to estimate roadway travel times to the EPT boundary. The calculation of zone trip generation has two major steps:
o Trio Generation .
Trip generation figures for the general population both with and without auto, and for special facilities were developed. For the permanent resident population with autos, the number of trips generated was based on one auto per dwelling unit. For transient employees a figure of 1.4 persons per vehicle was used and for other transients a figure of 3.0 persons per vehicle was used. Where buses are involved for transporting permarent resident transit-dependents, -
school students, ambulatory hospital patients, etc., a weighted average capacity was used to account for variations in available bus type, seating capacity and number of units.
~.
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....._.1.' .. . . .
New Jersey From discussions with local Civil Defense / Disaster Control coordinators in New Jersey, it was learned that heavy rain constitutes a major problem for evacuation. Flooding occurs on Route 49 (Broadway) in the vicinity of the Salem Rit,er, on Route 540 (Pointers-Auburn Road, Pointers-Sweedesboro Road),. Route 45 (Sales >Woodstown Road across Mannington Lake and Marsh) and Route 49 (Main Street) in Alloway Creek. These routes are designated as primary evacuation routes and are used to evacuate a large segment of the general population and special facilities. Therefore, for New Jersey the adverse weather condition was assumed to be flooding. As a result the roads have reduced capacity and operating speeds.
- Delaware Conversely, from discussions with County planners and engineers and the Delaware State Department of Transportation, it was found that snow, C not flooding, presents a greater problem in an evacuation in Delaware.23 (i Although flooding does occur, only secondary routes are impacted
- Route 6 east of Smyrna and Route 9 in the area north and south of Port Penn.
These two roads serve only a small segment of the total general population.
Besides, contingency plans or alternative routes are available to resolve this potential problem. A severe snow storm, on the other hand, can make most local roads impassable within the EP3. The Delaware State Department of Transportation, which maintains all state and most local roads, estimates that it can take as long as three to four hours to plow all major routes within the impact area with the exception of DuPont Parkway (Route 13) and Route 301/896 which are normally given priority.
! Climatological and Topographical Data -
Local climatological and topographical data were collected. Climatological data for 1979 was obtained from the National Climatic Center for the l States of New Jersey and Delaware. Shiloh, . New Jersey, and Wilmington, Delaware were the climatological stations closest to the EPZ and thus N- .
were chosen for cosparative analysis'. It "was found that the total 12-
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N) on normal operating speeds on the road and delays as a result of conditions where the vehicle volumes approach or exceed the capacity of the roadway at a particular location. Hence, the roadway travel time is the amount of time beginning when the ,first vehicle enters
- the evacuation route, assuming normal operating speeds, until the last vehicle leaves the EPS taking account of speeds at heavier loadings and including delay time. A detailed description of the simulation model 'used to estimate roadway travel times during an evacuation is presented in Appendix A.
o Adverse weather delay time - The adverse weather delay time is an additional twenty minutes to account for unpredictable isolated delays associated with adverse weather conditions.
i 4 o General population mobilization time - The general population mobilization time is an additional twenty minutes to account for mobilization at home.
t l
o Special vehicle round trip time - The special vehicle round trip l time applies to evacuation of special facilities by medical transport vehicles and buses. It includes travel time beyond the EPZ to a predesignated host facility (for all but the last trip), return time to the special facility for as many round trips as are required, and time for loading and unloading passengers. Where the facility administrators gave an estimate cf mobilization time which was greater than the roadway travel time, the mobilization time plus travel time to the perimeter of the EPZ became the evacuation time.
It should be noted that the times to evacuate general population without vehicles and ambulatory patients in special facilities were based on use of bus resources within or in close proximity to the EP3. These included school buses, senior citizens' buses, special facility buses, and public transit buses.
)
4
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y The number of estimated bus trips was then converted to passenger i
car equivalents (PCEs) -
with each bus equivalent to two PCEs -
in order to account for the larger vehicle size and its operating ,
characteristics which vary from that of a passenger car. Amoulances and vans are assumed to have handling characteristics similar to passenger cars; therefore, no conversion to PCEs is required.
a o tone Trip Assignments Prior to assigning vehicle trips to the selected evacuation route network, each Area is sub-divided into traffic zones. A sone identifies a population. cluster in an Area which is penetrated by and accessible to a selected evacuation route. The relationship of the evacuation routes to each Area is shown in Figure 2.
The number of vehicle trips generated by each traffic zone was then assigned to the selected routes for evacuation. In making an assignment of PCEs to the evacuation routes, it was assumed (s that all trips would be on the route at the same instant. This y approach is somewhat conservative because the temporal distribution of evacuees that would be most likely to occur would not result in all vehicles being on the routes simultaneously.
4 D. COMPONENTS OF TBE EVACUATION TIMES The estimates of evacuation times are comprised of the following components:
o Terminal time - The terminal time for vehicles departing from hoice is the time to drive via local feeder streets to the predesignated primary evacuation route. The terminal time for buses and special vehicles is the time to travel from the bus garange or storage area to the assigned traffic zone.
o Roadway travel time - The roadway travel time is the amount of time required for all vehicles to traverse the entire length of ,
s the evacuation route to the edge of the E73. This time depends l
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TABLE 7
. NOTIFICATION AND CONFIRSTION TIMES EVACUATION TIME REQUIRED SECTION NOTIFICATION CONFIRMATION A 5 mins. 5 mins.
B 1 hr. 45 mins. 1 br.
C 1 hr. 45,ains. I hr.
D 1 hr. 45 mins. I hr.
E 1 hr. 45 mins. I hr. 30 mins.
F 2 hrs. 2 hrs.
G 2 hrs.-4 hrs. 4 hrs.-6 hrs.
I 2 hrs.-4 hrs. 4 hrs.-6 hrs.
I 2 hrs.-4 hrs. 4 hrs.-6 hrs.
J 2 hrs.-4 hrs. 4 hrs.-6 hrs..
~
~
K 2 hrs. 2 hrs.
L 2 hrs.-4 hrs. 4 hrs.-6 hrs.
- M 2 hrs.-4 hrs. 4 hrs.-6 hrs.
I l
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t C
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_u - - - -
. I E. NOTIFICATION AND CONFIRMATION TIME ESTIMATES Notification and also confirmation times for the general population must be considered and taken into account. Those used in this document are based on information obtained from the New Jersey State Police and Local Civil Defense / Disaster Control officials for Sections A-E and ,
from the Delaware Division 'foEmergency Planning and Operations and the County Emergency Operations Coordinators for Sections G-J. For l
Delaware both best and worst case estimates were given. When an estimate for a section involved estimates from two or more townships or areas, the longer time was used. These estimates are presented below in Table 7.
O Wotification times are expected to be substantially reduced by July 4
1, 1981, when an upgraded notification system will be in place in the Sales and Hope Creek EPZ. The system will consist of sirens and radios.
The sirens will give essentially 100 percent coverage of the permanent resident population within five miles of the plants. The siren system will selectively cover population centers in the remainder of the EP3.
Also, the siren system will selectively cover recreational facilities and transient population centers throughout the EPZ. Emergency radios will be made available to all residents of the EP3. When these systems are in place, it is expected that county officials can notify the general i public in the EP: of an incident at the generating station within fif teen minutes of their decision to do.so.
F. EVACUATION TIMES 1hbles 8-10 presents the estimated evacuation times for each of the 13 Evacuation Sections (A-M) for each of the three scenarios and special cases for both the general population with and without autos and for special facilities.
The result of the special case (general evacuation after site emergency and evacuation) analysis indicates that the evacuating employees from Sales and Hope Creek have no apparent impacts on the time required to s
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t e TASEE 9 Salem /toope Creek teoclear Gosserating Statione Evacuation Time Estimates (Day Scenettol Travel Time for Ttstal swecuation Time' I Evacuation soutification Time II General Population _ for General Posestations Special Factittlee I "*I Section Imure e salnutes witte Auto without Auto with Auto without Auto School othern A s05 2:10 -
2:35 - - -
a 1:45 2:15 -
4:20 -
e30 2:20 ,
C 1:45 , 2:15 2:40 4:20 4:45 s30 -
D 1:45 2: 35 4:50 4:40 3:55 1:45 2:45 .
E 1s45 3:50 Sein 5:55 1:15 4:45 1:25 r 2:00 - - - - -
2:05 a
$t G 2:00-4 00 s20 -
2:40-4:40 -
2:20 g Js00-4soo s25 2:55 2:45-4s45 4:35-6:35 - 2:20 g 200-4:00 1:50 3:15 4:10-610 5:35-7:35 2:00 3:30 J 2:00-4:0u 1:40 3:30 4:00-600 5:50-7:50 2:10 205 t e
E 2:00 2 10 -
'4 30 - - 2:05 8- 2:00-4:00 2:15 2:40 4:00-6s00 5:00-7:00 e30 2:20 N 3:50 5:10 3 00 4:00 6:10-Oste 7:3u-9 30 4:45 3:30 site Emergency 2:00-4s00 3:50 5:10 6:10-8s10 7:30-9:30 4:45 3:30 fis Includes e htitional not tf tcation time af ter receipt of inittet mottfleetion by estility. Af ter July 1,1998, thle time will be re.haced to 45 minutes esce84 for Section A by the Snetallation of a new warning system.
(2) IncluJee genera [ population embl!!sation time of 20 ministee, 138 Includes dial.atch time, loading time, and roaduey travel time tshere applicable.
(4) Egecial Fat:18ttlea in Sectione 3. D, r, G. M, J Saclisde syseware Raver and Delevere Bay. For
- samlat facilis too other than the river and the bay, it . Moned that notification will occur i utshin 85 minuses and that mobilisation esat evacuation i egin tsumediately thereaf ter.
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sales /ilope creek uncl.or Generatin,statione Evacuation Time Estimates feelght scenario)
Travel Time for Total Evacuation Time "I General Population for General population special Facilities Evacuation ik>tification Time' ' tilth Anato without Auto School Othere section hours e painutes witti Auto without Auto s20 - e45 A s05 2:40 - - 2:45 8 1:45 sl5 -
315 I:35 2:40 3:40 -
, c 1:45 2:40 3:55 - 2:45 D 4:45 335 Is50
- - 1:25 1:45 3:05 4:10 Sito g
E
- - - - - 2:05 j'
4 -
tr 2:00
- 2:40-4:40 - - 2:20 J00-4 8 'N8 SJO I G 2el5 2:45-4:45 4:35-8*35 - 2:20 2:488-4 iM8 s2%
le .
4:45-6.e45 3,3o 350 2:25 3:10-5:10 .
> 3 2:00-4stma 3:05-505 5:15-7:55 - 2:05 2:00-4eW) s45 2:55 J
4 2:40 - - 2:05 2:00 s20 -
g s35 2:15 2:55-4:55 4:35-6:35 - 2:20 g, 2:00-4:00 5:25-125 Es30-a30 - 2 30 2:00-4:00 3:05 4:10 j st .
6: 30-e r 30 - 3:30 Site 2:00-4e00 3:05 esto 5:25-1:25 Emergency 111 lacludes eelittomat snotification time af ter receipt of inittet emotificettan by utility. After July 1. 1901, thle time will be
- seested to 45 misemates excel 4. for Sections A ley the Smetallation of a new warning system.
- 12) Inclindee genera [ population anbilisation time of 20 alsentes.
133 Includes dial.atcle time, loading time, and roadway travel time istiere applicable.
148 ss ocial racilities in Sectione S. D. F. G, 98, J include Delaware River and Delaware Bay. For aseclat f acilities other than the river erwt the bay, it le sessamed tiw* rws*tf tcattern will occur w 6thiss 15 minutes anul that end Illratiosi asul evacust ton will I.egt:t laemilately thereafter.
i evacuate the entire EPZ. This result could be expected because the basic analysis assumed that the evacuating Salem andHope Creek employees would be directed away from the critical bottleneck links. Evacuation times for these employees would be 1 hour1.157407e-5 days <br />2.777778e-4 hours <br />1.653439e-6 weeks <br />3.805e-7 months <br /> 10 minutes, 2 hour2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br />s: 35 minutes, and 3 hour3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br />s: 55 minutes for the night, weekday, and adverse weather scenarios respectively.
The Delaware River and Delaware Bay, the Woodland , Beach area, the Salem County Memorial Hospital and the Delaware Correctional Center should all be given special consideration in the event of an evacuation.
Delaware River and Delaware Bay The Delaware State Marine Police, the New Jersey State Marine Police and the U.S. Coast Guard would cooperate with the Delaware Division of Emergency Planning and Operations and the New Jersey State Police to clear the waters 3 of any marine traffic in the Delaware River and Delaware Bay within ten miles -
)
of the nuclear generating stations. They would also occupy strategic positions to prevent vessels from reentering those waters.
i The New Jersey State Police estimate that it would take 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> for the New Jersey Marine Police and the Coast Guard to get into position. In the interim j larger vessels can be notified to evacuate via a special connunications channel and those vessels will then be asked to notify smaller vessels in the area.
Also in the interim, local officials will notify the marinas, and radio messages will be sent to all craft that have radios.
! The Coast Guard estimates that it would take vessels underway at 10-12 knots 15-14 minutes to clear the two-mile area (Area 15), 30-35 minutes to clear the five-mile area (Areas 15, 16, 17) and 50 minutes-one hour to clear 10 i
miles (Areas 15, 16, 17, 18, 19). The New Jersey State Police estimate that I it will take slower boats up to 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> to evacuate af ter notification.
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~ i 7212 10 sales / store Creek thoclear Generating stations Evacuatlass Time Estimates (Adverse Weather Condition)
Travel flee for Testal svecuation Time II Evacuation skatification Time' I General Population for General Population Special Facillttee Section hoenre e stiseutes telth Auto tetthout Aesto tfitte Auto telthout Auto School Othere A s05 3:30 - 4:15 - -
6:05 - e30 2:20 5 1:45 3:40 -
C 1s45 3:40 3:30 6:05 5:55 e30 -
3:55 6:20 5:05 1:40 2:45 p 3:45 2:40 .
10:05 7:15 5:05 b
e l; 1:45 6:20 1:40 e:45
' - - - 2:05 r 2s00 - -
s20 - 3s00-5:00 - - 2:20 C 2:00-4:00 e 2:20 as J e sus-4:00 m25 2:15 3:05-5s05 4:55-6:55 -
2:00-4:00 2:55 4:30 5:35-7:35 1s40-9:40 2:50 4:25 I
J 2:00-4s00 2:30 4:25 5:10-7:40 1s05-9:05 2:55 205 3:30 - 6 10 - - 2s05 E 2:00 I- 3:40 3:30 6:20-8:20 6:10-8:10 s30 2:20 2s00-4:00 98 2:00-4:00 6:20 1:40 9:00-41:00 10:20 12s20 7:15 5:05 200-4s00 6:20 7:40 9:00-11:00 10:20-12s20 7s15 5:05 Fnergency (Il Incl *les selitional notification time af ter receipt of initial sootification by utility. Af ter July 1.1981, thle time will l>e redaced to 45 minente eecept for Section A 1,y the Snetellation of a new warning system.
(2) Incl *Iee general population enabilisation Line of 20 minutes plane 20 minutes for Adverse aseather Condition.
433 leactmleo ding atcts time, loading time, and roadway travel time where applicable.
set Sgecial Facilities in Sectione 5. D. F. G. 44, J Inclusse Delaware Bluer and Delaware Bay. For sg,clat f acilities other than tie river ment the bay, it le ereweed that notificettose will occur wathin 15 mimasen asul that sinteillsat tua aewt evacuation will bespin timed!*tely thereaf ter, o
i .
1
' G. DISTRIBUTION OF POPUIATION BY TIME i An output of the simulation model is a prediction of the distribution of evacuees as they leave the EP2. An approximation is made of the percentage l ' of the total population evacuated from the EPZ by applying an average auto '
^ '
occupancy rate based on the type of vehicle. Figures 24, 25, and 26 depict I
' these distributions for the night, the typical day, and the adverse weather' I scenarios. These distributions are based on actual travel times.
i In the analysis of the night scenario, the distribution curve indicates l
that 50% of the total population should be evacuated in 30 minutes and 90%
' in about 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> and 30 minutes. It should be noted that the plateaus
! shown on the distribution curves occur when accm ulated demand exceeds roadway capacity resulting in extended delays. .
s 4 ,
- E. CRTTICAL ICCATIONS .
)
i t Another output of the simulation model is the identification of the critical-These bottleneck links along each route in the selected evacuation network.
==wf== delays for evacuees
' critical links represent the locations of potential assigned to that routs. Figures 27-29 show these critical as compared to i
the selected evacuation network. A list of critical links and the associated delay times is given in Tables 11-13 by scenario for a simultaneous evncuation of the entire EP2. The delay time shown here is the time penalty imposed by the computer model when the demand traffic voltane exceeds the capacity j
of the link.
l Also, as a result of a first estimate of evacuation times for the entire EPZ, uhare the operation of fixed traffic controls imposed extreme delay penalties on evacuees, it was asaused that traffic management personnel would be These intersections are noted as potential required to expedite traffic flow.
traffic control locations and are shown on Figures 27-29 and Tab'les 11-13.
I These traffic control locations are in addition to those listed in Appendix F.
J .
[ -4 2 '-
l The Delaware State ' Marine Police estimate that the evacuation of the waterway t
within 10 miles of the nuclear generating stations would require about three hours during the day and five hours during the night.
Woodland Beach i
In the event flooding makes evacuation by automobile or bus from Woodland Beach impossible, specisi plans to evacuate the population have been formulated.
The local emergency coordinator estimates that evacuation would take three hours.28 It should be noted that Woodland Beach is approximately ten miles (south) from the Sales /Bope Creek Nuclear Generating Stations.
i h
Sales County Memorial Hospital The Salem County Memorial Bospital is located in Mannington Township just beyond the ten-mile radii from the Sales and the Bope Creek Nuclear Generating '
~
Stations. Bowever, it is within the geographical EPt. The hospital has
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TABLE 12 POTENTIAL CRITICAL LOCATIONS i ON SELECTED EVAct:ATION ROUTES Typical Weekday Bottleneck (delay) Time critical Bottleneck -
Links / Locations
- Mours : Minutes 4[ Private Road A, frca Access Road 3 to Alloway moed 1:55 9
. 7/Buttonwood Roa1, from Pancrest Road to Salem H.
Bond 1:29 112/ Quaker Neck Road, from 10 mile radius to Quaker Action static.2 Acad 1:11
, 145/moute 45 from acute 540 to Quaker Action .
Station Road 2:40 154/ West Broadway, from Route 149 to Pennsv111e 3:13 .
232/Warwick Road, from Broad Street to Bunker Mill moed 1:15 325/Mamburg Corner moed from Route 9 to Mamburg Road 1:32 ,
i
+ -
Intersections requiring *traffits control personnel /(approach links) :
Maskell Mill Road, canton Road and Route 540/(21, 22, 25)
Main Street and sickley Street (15, 93, 94) moute 49 and Quaker Action Station Road /(102,103)
Walnut street and West Broadway /(117,118)
Broadway and Yorke Street /(119,150)
Market Street and Grant Street /(lis, 135, 136)
- Grant street and Esashey street /(109,110,137) ,
Grieves Parkway and Ishury Road /1127,128,153)
- For locations refer to Figure 28
+ control persormel who are stationed at signalized intersections will either sanually operate or shut off the system.
0 44-4
TABLE ,11 POTENTIAL CRITICAL I4 CATIONS ON SELECTED EVACUATION RotJITS Besti Estimate sottleneck (delay) Time Links /Zacations* Ecurs : Minutes Critical Bottleneck -
145/moute 45, from Route 540 to Quaker Action . 2:11 station Road 2:30 154/ West Broadway, soute 149 to Pennaville Intersections requiring traffic control personnel /(approach links)
Maskell Mill head, Canton Road and moute 540/(21, 22, 25)
Main street and sickley street /(15, 93, 94)
Foute 49 and Quaker Action station Road /(102,103)
Walnut Street and West Broadway /(117, 118)
Broadway and Yorks Street /(119,150)
Market Street and Grant Street /(118,135,136) s .
Grant street and Kaasbey street /(109, 110, 137)
Grieves Parkway and Isbury Road /(127,128,153)
- For locations refer to Figure 27
+ control personnel who are stationed at signalized intersections will either manually operate or shut off the system.
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Critical Bottleneck Evacuation Time Estimates Figure 28 Links ~
Scenario: Typical Weekday Salem Generating Stations Hope Creek Generating Stations .
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- poseatias Tredie ConwtW Lacanohe e Car'echoaal Ceaere Critical Bottleneck Evacuation Time Estimates Figure 27 Links
, Scenario: Best Estimate Salem Generating Stations Hope Creek Generating Stations
s 4
I. INDUSTRY SHUTDOWN TIME
- Some industrial facilities located in the EPZ have indicated that they
. could not ismediately shut down their operations in the event of an evacuation. The aanpower and time required for shutdown varies from j
a low of four employees working for 15 minutes to 20-25 employees for .
3 to 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> to close specific industrial plants.
- i.
Two industries indicate that some difficulty would be posed in shutting down operations. The Stauffer Chemical Company stated that it would require minimum staffing even after shutdown, because of the danger of explosion or fire. Se Getty Refining and Marketing Corporation has never shut down its plant and would require a minimum of 85 employees over the course of several days to do so.
Table 14 lists those industries identified as requiring sht tdown times and some relevant data. . -
O
,i TABLE 13 PCffENTIAL CRITICAL LOCATIONS ON SELECTED EVACUATICN R3UTES Adverse Weather Bottleneck (delay) Time critical Bottleneck - Links / Locations
- Hours : Minutes I 112/ Quaker Neck moed from 10 mile radius to Quaker Action station Road 1:08 i
' 136/ Market street, from Broadway West to Grant street 1:42 1 145/ Route 45, from Route 540 to Quaker Action station Road 4:35 154/ West Broadway, from Route 149 to Pennsv111e 5:46
! 232/Warwich Road , from Broad street to Bunker mill Road 2:09 325/Mamburg Cornar Road, frca Route 9 to Hamburg Road 2:33 Intersections requiring traffic control personnel /(approach links)*:
Maskell Mill Road, canton Road and Route 540/(21, 22, 25)
(
i Main Street and sickley street /(15, 93, 94)
Doute 49 and Quaker Action Station Road /(102,103)
Walnut street and West Broadway /(117, 118)
Broadway and Yorks street /(119,150)
Market street and Grant street /(118, 135, 136)
Grant street and Kaasboy street /(109,110,137)
- Grieves Parkway and Isbury Road /(127, 128, 153)
- For locations refer to Figure 29.
+ Control personnel who are stationed at signalized intersecticas i will either manually operate or shut off the system.
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l Critical Bottleneck Evacuation Time Estimates Figure 29 Links Scenario: Adverse Weather Salem Generating Stations Hope Creek Generating Stations e
s e *
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V. OMER A. RECEPTION CENTERS AND 31GLTERS Reception centers have been identified for New Jersey by the New Jersey State Police and County Civil Defense Coordinators. A Registration center and shelters have been identified for Delaware by the Division of Emergency Planning and Operations. Se reception centers and the shelters would serve as relocation facilities in the event of an evacuation due to an incident at the Sales or Rope Creek Generating Stations.
The centers and shelters, which are shown on Figures 30, are located outside a 15-mile radius from the generating stations. It is intended that these centers and shelters could serve as long term shelters (up to one or two weeks) for that portion of the general population who have no alternative tegorary housing. In addition, if it is deemed necessary, one or more of these centers or shelters could be designated for use as a decontamination facility. ,
4
- 5. I4 CAL OFFICIAL COMtENTARY In order to encompass cooperative and comprehensive planning efforts for this study, several work session meetings were held both in New Jersey with the New Jersey State Police, local civil defense / disaster control officials and county planners, and in Delaware with the Delaware Division of Emergency Planning and Operations representatives, the Kent County Beergency operations Coordinator and representatives of the New Castle County and Kent County Planning Offices. The contribution of these agencies has been necessary in the development of the information in this document.
An evening work session was held on April 21, 1980 for areas in New Jersey. Representatives from FEMA, New Jersey State Police Emergency Management Division, New Jersey State Department of Wealth asergency
. Medical Services, and county and local civil defense / disaster control agencies were in attendance. Evacuation Sections, Areas and routes were considered and approved. Schools, emergency vehicles, special .
~ '
'.. . .L . . .
, g Table 14 .
Industry Shutdown Recuirements
[ Time Required Manpower Required Name and Location - -
for Shutdown for Shutdown Air Products 15 min. 4 employees Delaware City, Delaware i
Amorican Woescht Corp. 30 min. 10 esqployeea Delaware City, Delaware
_ Stauffer Chemical Plastics 1 hr. 30 employees
.: Delaware City, Delaware b Standard Chlorine - 3-4 hrs. 8-10 employees
Diamond Shamrock Corp. 3-4 hrs. 20-25 employees Delaware City, Delaware Getty Refining & Marketing several days 85 employees Delaware City, Delaware Stauffer Chemical danger of emplosion 2 esployees must Delaware City, Delauere or fire with shutdown remain even if plant is shut
. down f
n 47
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Reception Evacuation Time Estimates Figure 30 )
Centers and
. Shelters Salem Generating Stations l Hope Creek Generating Stations l..-.-
. +
e outside the Rt in Table 7 as well as other appropriate vehicles close to the D1 would substantially reduce the evacuation times for the transit dependent population and for special facilities 4.
t O
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facilities, and special problems likely to affect an evacuation were also discussed. ,
g The Sales County Civil Defense / Disaster Control Coordinator and Deputy i coordinator have both stated that the evacuation time estimates as con-
[ tained in this report seen quite reasonable.30 i
- During work sessions held July 22 and 23,1980 in Delaware, repres- es i
from the Ient and New Castle Planning Offices and the Kent County . . .:cy Operations Coordinator reviewed and approved Evacuation Areas. Schools, special facilities, and evacuation routes were also discussed. Draft copies of this report were reviewed by representatives of the DEPO and the New Castle and Kent County Emergency Operations Coordinators. He DEPO and both County Coordinators responded that ,the evacuation time
. estimates shown in this report seen reasonable.30 C. EKONENDATIONS h
( '
As stated in NUREG-0454, ' specific recomumendations for actions that could be taken to significantly improve evacuation time shall be given."
Based on this time estimata analysis as well as experience elsewhere, the following actions should be considered:
o Deployment of additional traffic control personnel to intersections at bottleneck locations identified as critical links.
. o Undertaking an information program for local officials, other public agencies, and citizens in proper procedures and routing for evacua-1 .
. tion through meetings, public presentations and newsletters.
o Designation of primary evacuation routes with, for example, Civil Defense evacuation route markers (CD-1), as described in Sectiot.
2G of the 1978 U.S. DOT Manual on Uniform Traffic control Devices.
o Use of additional transit and emergency medical vehicles within close peculaity to the IF3. Se use of the vehicles listed as
. . . . _w..._.. . _ . . ~_m _ . . .. __
Telephone ccumnunication with Ben Vilbert, Getty Refining and Marketing on July 14, 1980; February 5, 1981.
Telephone consnunication with Barbara Wayne, Air Products on July 15, 1980; February 5, 1981.
. Work session with Christopher Warren, Planning staff Director, Planning 6 Board, Sales County on May 21, 1980.
niephone ccammunication with Barbara Milligan, Stauffer Chemical Ccmpany on July 15, 1980; February 5, 1981.
- 8. Telephone -mication with officer Keane, U.S. Coast Guard on October 17, 1980.
- 9. Telephone communication with Lloyd Alexander, Delaware Fish and Wildlife Division, on October 17, 1980.
Telephone e-mication with Raymon Armstrong, Fort Delaware, on October 17, 1980.
~
Telephone casumunication with Berg Bauer, Marlboro Marina, October 27, 1980.
Telephone commiunication with Midge Cole, Fort Mott State Park on October 15, 1980; February 9, 1981. -
Telephone -mication with E. L. Conge, Delaware City Marina, on --
October 21, 1980.
Telephone comanunication with Dick Dilks, Dock Master, Cohansey Marina and Casino on October 15, 1980.
i Telephone c-mication with Jess Winfield, Conservation Officer, New Jersey Division of Fish and Game on October 15, 1980.
l
, 10. Telephone communication with Ray Delano, Salen Motor Iedge on l
October 22, 1980.
Telephone communication with Scott Brown, odessa Hotel Court on October 22, 1980.
Telephone comununication with Rita Carbine, Pleasant Hill Motel, odessa, on October 22,'1980. .
Telephone coassunication with Eugene Gawlick, Parkway Motor Court' Odessa, on October 22, 1980.
- 11. U. S. sureau of the Census; Journey to Work,1970 census of the population; June, 1973.
- 12. Telephone coaurunication with Paul Fredericks, Salem County Memorial .)
Hospital on May 28, 1980. _
. c
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L
- ~
FOOTNOTES .
t Dresdner Associates.
" Distribution of Population within 50 Miles of 1.
the Salen Nuclear Generating Station." April, 1980.
- 2. Interview with John Bolland, Director, Planning Board, Ctsaberland County
[ on April 30, 1980.
Interview with Otristoper Warren, Staff Planning ' Director, Planning i
Board, Salem County on April 30, 1980.
work session with Christopher Warren on May 21, 1980.
11, 1981.
- 3. Telephone comununication with Christopher Warren on February
- 4. College of Urban Affairs and Public Policy, University of Delaware.
"1978 Provisional Estimates of Population and Households by Modified Grid for New Castle County."
- 5. Work session with Robert O'Brien, Mike Scepson, and Bud Golder on
' ~
July 23,1980.
i 11, 1981.
! 6. Telephone comununication with Christopher Warren on February I
Telephone cammmication with Alan Silverman on February 8,1981.
{
Telephone comununication with Robert O'Brien and Mike 2cepson on February 8, 1981.
- 7. Telephone comununication with A. Bagdasarian, Standard Chlorine on July 15, 1980; February 5, 1981.
t Telephone ccnesunication with Kent Brown, Personnel Manager, Anchor Bocking on February 11, 1981.
1 hiephone comununication with Mathias Fallis, American Hoechst Corporation
[ on July 16, 1980; February 5, 1981.
l Telephone &=1 cations with Al Grande 11, Assistant Superintendant, f Delmarva Power and Light on July 14, 1980 February 5, 1981.
l Telephone casununication with Henry Morris, Stauffer Chemical Company on July 15, 1980; February 5, 1981.
Telephone comusunication with Gene I,ankenau, Director of Personnel, Mannington Mills on May 23, 1980; February 5,1981; and with Janice Collier, Personnel Department,on February 6, 1981.
t Work session with Alan Silverman, New Castle County Planning Office on July 22, 1980.
4 , ,
1-.". .
~ . .
Telephone commiunication with Margaret Buckson, Comm'odore McDonough and Delaware City Elementary Schools, February 4', 1981.
Telephone communication with Steve McClain, Principal, Gunning Bedford Middle School, February 4,1981.
. Telephone communication with Pat Forrestor, Au Clair School, 6 February 9-20, 1981.
- 15. Work sessions with the New Jersey State Police in May 1980 and with the Delaware DEPO in July 1980; telephone conversat$on with Lt. Snerson, Delaware State Police on July 29, 1980, and meetings with Alan Silverman on July 22, 1980 and with Robert O'Brien, Mike Thompson, and Bud Golder on July 23, 1980.
- 16. For public bus transports t
Telephone communications with Melvin Campbell, Salem County Transit on May 16, 1980.
- Telephone comunanication with George Knutkowski, Delaware Authority for Regional Transit, on July 25, 1980.
~
For school vehicles:
Telephone comununication with John O. Berwick, Superintendent, Cumberland ,
County Schools, May 14, 1980. }
Telephone comununication with Jim Burger, Head Master, Woodlan5 County Day School, Stow Creek on May 23, 1980.
Telephone commamication with Julie Doughty, volunteer, St. Mary's School, Salem on May 15, 1980.
Telephone coastunication with J. Howard Hunt, Superintendent Salem County Schools on May 23, 1980.
Telephone comununication with Carrol Bilbrough, Carrol Bilbrough, f Inc., on July 21, 1980.
Telephone communication with Fred Johnson, Fred Johnson Bus Services, Inc., on July 21, 1980.
Telephone casumunication with William Watson, Watson Bus Service, on July 21, 1980.
Telephone communication with Jack Tickett, Appoquinimink District Transportation Supervisor, on July 15, 1980.
Telephone comununication with David Jones, New Castle County District Transportation Supervisor, on July 15, 1980.
Telephone communication with Mrs. Lossener, St. 5.ndrews School, on -
~
( July 15, 1980.
., .. a. .
. , t .
~
-- Telephone comerunication with Dr. Joseph A. LaCavera, Medical Director, f ' Salem County Nursing and Convalescent How on May 30, 1980s with Mrs. Kernian, Personnel Department, on February 5,1981.
Telephone communication with Jean Cooper, Salem County Board of Chosen Freeholders, on February 5 s 6, 1981: with Freeholder George Ayers, February 18, 1981; I Telephone c'r-m'ir ation with Ronald McGuinness, Director, Governor Bacon Realth Ce"t:ar, February 5,1981.
Delaware Radiol fical Emergency Plan, June 1980.
- 13. Telephone commrunication with Othello A. Garbini, Warden Salem County Jail on May 20, 1980.
Delaware Radiological Emergency Plan, June 1980.
Telephone commiunication with 1homas Gulledge, Delaware Correctional Center, July 25, 1980.
. 14. Telephone communication with John O. Berwick, Superintendent, Cumberland County Schools, May 13, 1980.
Telephone communication with Jim Burger, Head Master, Woodland County
- Day School, Stow Creek on May 23,_.1980.
Telephone coastunicatioit with Julie Doughty, Volunteer, St. Mary's School, Salem on May 15, 1980s with Ms. Evans, February 4, 1981.
Telephone communication with J. Howard Hunt, Superintendent Salem County Schools on May 23, 1980s with Pat Counsellor and Donna Normine, February 3, 1981.
Telephone commiunication with Mrs. Loessner, St. Andrews School, on l July 15, 1980s with Carol Simendinger, February 3, 1981.
l Telephone cc-nmication with Mr. Harry Payser, Delaware Department of Public Instruction on July 14, 1980 February 4, 1981.
Telephone comumunication with Mr. Tinker, Broadmeadow School, on July 15, 1980s February 3, 1981.
Telephone communication with Mr. Vassallo, Principal, Morris Goodwin School, February 4, 1981.
Telephone comununication with Mr. Bortle, Principal, Stow Creek School, February 4, 1981.
Telephone communication with Olive Ioss, Appoquinimink School District; February 4,1981.
(' Telephone. communication with Dr. James Wilson, New Castle County School District, Area 4, February 4,1981.
~
s
i
- 19. Work session with Alan Silverman, New Castle County Planning office, on July 22, 1980.
Work session with Robert O'Brien, Mike Thompson and Bud Golder, Kent County Planning Office on July 23, 1980.
20[. Telephone commiunication with Bud Golder, Kent County EOC, on j July 30, 1980.
- 21. Level of Service definitions:
Level of Service D approaches unstable flow. Tolerable average
, operating speeds are maintained but are subject to considerable and I
sudden variation. Freedom to maneuver and driving ccafort are low because lane density has increased to between 45 and 50 vehicles per mile (28 and 31 vehicles per kilcester), and the probability of accidents has increased.
The upper limit of Imvel of Sezvice E is the capacity of the facility.
Operations in this zone are unstable, speeds and flow rates fluctuate, and there is little indepaadaaae of speed selection or maneuver.
j Since headways are short and operating speeds subject to rapid fluctuation, driving comfort is low and accident potential high.
Baerwald, John E., Editor. Transportation and Traffic Engineering Bandbook. Englewood Cliffs, New Jersey: Prentice Hall. 1976. p.315.
- 22. Work session in Salem City on April 21, 1980. Meeting with Christopher Warren on April 21, 1980. ,
- 23. Work session with Ed Hillis, Delaware DEPO on July 7, 1900. Work session with Alan Silverman, New Castle County Planning Office, on July 22, 1980.
- 24. National Climatic Center. Climatological Data: Annual Susanary 1979, l New Jersey and Delaware. Ashville, North Carolina. 1979.
- 25. Telephone ccumsunication with Thomas Dwyer, Public Safety Director, Iower Alloway Creek Township on June 4, 1980.
Telephone e-mication with' William Pox, Civil Defense Director, Mannington Township on June 2, 1980.
Telephone communication with John Galasso, Civil Defense Director, I Lower Alloways Creek Township on June 3, 1980.
l l Telephone communication with* Norman Kingsley, Civil Defense Director, Quinton Township on June 3, 1980.
l l Telephone comununication with John Hoffman, Civil Defense / Disaster Control Coordinator, Cumberland County on June 2, 1980.
I y . -, ~. ~_.-
l .
_.- ...~
I m __
= * .,
' Telephone communication with Mr. Tinker, Broadmeadow School, on -
July 15, 1980.
For emergency vehicles:
Telephone comatunication with Thomas Hassler, Salem County Ambulance Coordinator on May 23, 1980.
Meeting with John Hoffman, Cumberland County Civil Defense / Disaster control Coordinator on April 30, 1980.
Telephone communication with James Bell, Emergency Comununications Division New Castle Fire Board, on July 18, 1980.
1 Telephone comununication with Charles Nabb, Emergency Medical Services Coordinator for Delaware, on July 17, 1980.
Telephone crmmenmication with William McCracken, New Castle County Ambulance Services, on July 18, 1980.
For special facility vehicles:
r Telephone comummication with othello A. Garbini, Warden, Salem County Jail on May 20, 1980.
Telephone comununication with Paul Fredericks, Salem County Memorial
' Hospital on May 28, 1980.
~
Telephone crununmication with Dr. Joseph A. lacavera, Medical Director, Salem County Nursing and Convalescent Scae on May 30, 1980.
For other vehicles:
Telephone comummir ation with Frank Bilderback, Salem County, Non-Emergency Medical Transport on May 16, 1980.
Telephone comummication with Anne Boyle, Association of Retarded citizens, Saleum County on May 23, 1980.
Telephone conusunication with Dale Finch, Cumberland County Office on Aging on May 16, 1980.
Telephone comununication with Mr. Weyant, Kent County Department of Aging, on July 17, 1980.
~
Telephone communication with Eleanor Cain, Delaware State Office on Aging, on July 18, 1980.
- 17. Work session.in Salem City on April 21, 1980.
s
^
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I' Telephone communication with Donald May, Civil Defense Director, Salem City on June 2, 1980.
Telephone communication with George Reed, Civil Defense Director, Pennsville on June 3, 1980. l l
- 26. Telephone communication with Ron Knapp, Delaware DEPO, on July 24, and ,
~
August 4,1980. l Telephone communication with Bud Golder, Kant County EPC, August 5, 1980.
Telephone &=4 cation with Bill 1homas, New Castle County EOC, July 24, 1980. l
- 27. Telephone communication with victor L. Saynisch, anergency Management Division, New Jersey State Police on May 30, 1980.
Telephone comunmication with George Stewart, Delaware State Marine Police on July 29, 1980.
Telephone communication with Operations Officer Keane, U. S. Coast Guard on August 7, 1980,
- 28. Telephone ccannunication with Bud Golder on July 30, 1980.
(,
- 29. Regarding the hospital in general:
' Telephone comunmication with Paul Fredericks, Salem County Memorial Hospital on May 28, 1980.
Regarding sheltering capacity:
Telephone communication with Albert Smith, Emergency Management Division, New Jersey State Police on May 30, 1980.
l Regarding emergency planning:
Telephone comenmication with Robert Hung, Emergency Medical Services, I
New Jersey State Department of Health on May 21, 1980 and f June 3, 1980.
l l Delaware Radiological Emergency Plan. June 1980.
l 29.
I L Telephone consnunication with Thomas Gulledge, Delaware Correctional Center, July 25, 1980.
- 30. Review was based on a draft version of this report.
4 8
-S7-e.
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Section 2 of this report presents the methodology, assumptions and traffic
~
assignment algorithm structure used in an emergency evacuation time estimate simulation model. In addition, an analysis of this static model and DYNEV, l
a dynamic model developed by KID Associates with which it was cospared specifically in. verifying the evacuation time estimates for the Indian Point Nuclear Generating Station is provided in section 3. .
)
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APPENDIX A METIDDOLOGY TO ESTIMkTE ROADNkY TRAVEL TIMES f DURING E7ACUATION b
- 1. INTRODUCTION On November 29, 1979, the United States Naclear Regulatory Commission Dutc) requested all nuclear power reactor licensees to submit estimates of the time required to evacuate the population within a 10-mile radius of nuclear facilities. The estimates war,e to be made primarily for the purpose of providing those officials who would make evacuation decisions in an emergency situation with knowledge of the time required to complete an' evacuation of one segment .
or all of the population.
Subsequent to this request for evacuation time estimates, a document r
( entitled Criteria for Preparation and Evaluation of Radiolocical Eneroency Rosconse Plans and Preparedness in Supoort of Nuclear Power Plants _ (NORPG-0654/FEMk-REP-1) was published in the Pederal Register,in November of 1980 by a bint Federal Emergency Management Agency /Nuclose Regulatory Commission Steering Committee. This document, the purpose of which is to provide a basis for NBC licensees, State, and local governments to develop radiological l
I emergency plans and improve emergency preparedness, requires, among other things, an evacuation time assessment study for the 10-mile plume exposure pathway Emergency Planning Sone (EPZ) . The evacuation time assesmeent as described in the document consists of estimates of notification time, preparation l
l time, roadway travel and delay time, and confirmation time.
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In response to the initial NBC request in November 1979 and to NOREG-0654/FEMk-REP-1, Parsons Brinckerhoff Quade and Douglas, Inc. developed a l
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fined route traffic assignment model which loads the network and computes the route travel and delay times. It is a static model which assumes instantaneous loading of the evacuation network and concurrent vehicular demand on each
...r - war segments.
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Static Assignment Algorithm
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4 A computer program was written to process the above input data and compute.
roadway evacuation times for each trip type by traffic sone.
[ Initially, the program calculates the total vehicular demand volume l (in PCE's) on each link in the . network by aggregating the vehicle trips generated by m 45 traffic zone along the evacuation path. Implicit in this assignment l is the assumption that all vehicles from all zones using a given evacuation route were on each link along the designated route concurrently. The assignment process is thus considered " static", because the rpatial movement of vehicles across the network as a function of time is not t$rplicitly recognized.
For each link in the network, three additional computations are performed.
l First, the free-flow travel time is calculated as the quotient of the link i
7 length and the free-flow speed. Second, the total vehicular demand volume i
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is divided by the hourly evacuation capacity of the' link to obtain the volume / capacity
--(7/C) relationship for the link. Finally, the evacuation speed or delay ]
time is computed for each link, depending on whether the V/C ratio was greater --
l or less than 1.0. The formula contained in the Federal Highway Administration August 1973 Traffic Assignment Manual was adopted and modified as follows l
for use ia computing the speed at which evacuees will travel.
l Evacuation Speed = Free-Flow Speed 4
0.25' Demand " ,y capacity Following these calculations, the model computes the roadway travel
, time for each traffic zone's evacuation route (or routes since some buses and special vehicles had separate routes) by scanning the links comprising the evacuation route to determine the maximum V/C ratio along the route.
When the hourly evacuation capacity exceeds the total demand volume i
i (V/C ratio less than 1.0) for all-links along the route, the link evacuation speeds are used to compute link travel time, and the travel times for each link along the path are susened to obtain the zone-to-EPZ-boundary roadway _
travel time for the route.
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/ 2. MET!!ODOLOGY ,
l A. Static Traffic Assignment Process l
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- 1. Inputs
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1 The static traffic assigrunent process developed to estimate roadway travel and delay times requires three basic types of input. The first type l
relates to the characteristics of the evacuation roadway network, which is comprised of one-directional links, each having its own attributes. The links are described in terms of their capability to accommodate evacuating traffic (evacuation capacity), length, and free-flow speed (speed limit) .
l The second type of input required for this assignment process is zonal
-- vehicle trip generation data. The EPE is disaggregated into traffic sones,
- and the numbers of trips by each vehicle type (e.g., autos, buses, ambulances)
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are estimated in terms of passenger car equivalents (PCE's) for each traffic sone. Buses are weighted as the equivalent of two passenger cars in this
{ analysis. In addition, a terminal time for all trip types for each traffic t zone are input. The terminal time for autos represents the time to drive l-from homes within the traffic zone via feeder streets to the first link of the primary evacuation route. For buses and special vehicles, terminal time
! represents the total time for a special vehicle to travel from the point of origin (staging area, garages etc.) to the pick-up location; loading timer circulation time (multiple pick-ups) and the time to travel to the first link on an evacuation path.
The third input type used in the static assignment process is evacuation I path data. Evacuation routes are designated fixed paths extending from the traffic zones to the EFE boundary via specific roadways. Separate paths are' developed for each trip type (auto, bus, ambulance) and are expressed in teres of connecting link numbers. Destinations (i.e. , reception centers) are defined for each traffic zone and input for the purpose of determining the number of vehicles and passengers expected at each destination. Average vehicle occupancies are used to estimate the number of passengers arriving
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in vehicles at the destination.
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- e. Distribution of the percent of the total population evacuated as a function of time.
B. Evacuation Capacity 6 A critical element in determining the amount of time needed to evacuate any given area is the capacity of the existing roadways to accommodate the anticipated vehicular volumes. Once the capacity calculations have been developed, the roadway travel time and congestion / delay time occuring during evacuation can be computed.
The procedure used to determine the evacuation area roadway capacities is based on the Federal Righway Administration's 1965 Bishway Capacity Manual and the Traffic Engineering Series Capacity Analysis Procedure for Signalised Intersections. Definitions of specific technical terminology used throughout the following paragraphs are based on the Richway capacity Manual.
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f The roads and highway in the evacuation area were categorized into four j groups: -
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- two lane, two-way highways
- two-way urban street
- two-way urban streets with parking
- four lane, two-way divided highway.
For each of these groupings, base capacities at Level of Service E and Level of Service D are calculated. Level of service E capacitias are used in the adverse weather scenario. The base capacity is determined by using factors which take into account the impact on traffic operation caused by ,
f existing roadway width, shoulder area or lateral clearance. Other standard capacity inhibiting factors (such as passing sight distances, percent trucks l
i and type of terrain) are considerably less significant for the emergency evacuation condition and, therefore, are not considered. All applicable factors were abstracted from the Highway Capacity Manual using the tables
- cited in the following paragraphs or from the charts contained in capacity
.A,jplysis Procedure for Signalised Intersections.
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-' When the traffic volume exceeds the hourly evacuation capacity (V/C greater than 1.0) along any link of a traffic zone's evacuation route, the roadway travel time is represented by the maximum link delay time incurred along the route. Link delay time is calculated as the amminum volume / capacity ratio in hours along the route. The link with the maximum ratio is identified
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as the bottleneck link for'the evacuation route for use in future planning.
Other links along the route where the volume / capacity ratio exceeded 1.0 age also identified for planning purposes.
The roadway travel time as determined above is added to the terminal time and the free-flow travel time for each sone trip type to determine the total roadway evacuation time. The total roadway evacuation time resulting from this analysis represents the time for the last vehicle in the sone to clear the EP1.
- 3. Outputs _
4
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The computer program developed for the static assignment process provides five basic reports which are used in the evacuation planning process. The reports are described below:
- a. Summary of link statistics: link number, description, length, free-flow speed and time, vehicular demand, evacuation capacity, and demand / capacity ratio.
- b. Susmary of traffic zone statistics: number' of trips, evacuation route, destination, terminal time, free-flow travel time, roadway travel time, total evacuation time, and bottleneck link, for each trip type, sorted in ascending order by total evacuation time.
- c. Summary of all bottleneck links and the traffic sones which use j d. Summary of all destinations and the number of vehicles (by type) and passengers assigned to each.
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s Thus, from the above derivation, the Level D and I capacities for evacuation ,
traffic are computed as shown below where W is the factor from Table 10.8.
Two Lane, Two-way Roadways 148 Capacity = 928 x W D
I48 Capacity = 1600 x w.
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- 2. Two Way Street with Parking capacity and service volume for an urbanized area are determined by 1
other fac b s, such as the presence or absence or parkino, percent traffic turning, and allowable green time at a signalised intersection. 'te evaluate the effects of such factors on capacity, the Leisch Womographs from the Traffic -
Engineering Series - Capacity Analysis Procedure for Signalised Intersections are used. ,
- 3. Four Lane Two-Way Highway, Divided Highway
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{ Table 9.1 and 9.2 in the Highway Capacity Manual are used for this category l
of road segment. The derivation of Level of Service D capacity assumes that, for emergency evacuation conditions, 0.95 was an appropriate peak hour factor, since the demand would be high and virtually constant during the evacuation period. Thus, as per Table 9.1, 4000 Capacity at 148 E I 0.90 (reduction for speed impediment) x 0.95 (FEF) = 3420 or Capacity D. W factors from .
Table 9.2 of which adjust for lane and shoulder widths when applied to Capacity
- D would yield the segment capacity at Level of Service D. Therefore, the calculated capacities for four lane divided highway segments are Pour Lane Divided Highway Los , capacity = 3420 x W l
Los, capacity = 4000 x W "f Where W is the factor found in Table 9.2 l
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minutes to 6' hours 25 minutes under poor westber conditions (Level of Service ,
D evacuation capacities). Sixteen critical bottleneck links were identified as an output of the static assigreent model runs under both weather conditions.
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/ 1. Two Lane, Two-Way Roadways Table 10.7 of the Eighway Capacity Manual shows the maximum service voltano under ideal conditions for passenger cars traveling in both directions on p two lane highway as 2000 vehicles per hour (vph) . This value, which represents the base capacity as Level of fervice E for two lane, two-way roadways, is modified to represent a one lane outbound flow as described below.
The base capacity for this type of roadway at Level of Service ,E is further reduced by a factor of 0.58 to determine base capacity at Level of Service D. This factor, which is also shown in Table 10.7, represents a restricted average highway speed of 40 miles per hour with no restraint created by limited passing sight distance.
It is anticipated that during an emergency evacuation, the traffic demand would approximate 90 percent in the direction of outbound movements. In '
/ ' the interest of providing a conservative yet realistic capacity estimate,
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80 percent of capacity is assigned to the outbound direction.
Thus, from the above considerations, the base capacities at Levels of Service (LOS) D and I can be computed as follows:
I I48DBase Capacity = 2000 1 0.54 1 0.80 = 928 vph.
LOS Base Capacity = 2000 1 1.00 1 0.80 = 1600 vph.
E Each segment of the evacuation roadway network has individual characteristics which further reduce its ability to meet the demand volume. From Table 10.8 of the Richway Capacity Manual, factors associated with the lane widths and
! side clearances (referred to as a 'W" factor) are applied to the base capacities
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to derive the segment's actual capacity. For example, for a segment with
! two twelve-foot-wide travel lanes and no shoulders, the base 928 capacity is multiplied by a factor of W = 0.88 to produce a capacity for the segment of 817 vehicles per hour at Level of Service D. -
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i TABLE 1 4
. COMPARSION OF STATIC AND DYNAMIC ASSIGNMENT TRAVEL TIME RESULTS Travel Time for Last vehicle to Clear EPZ i
2 Evacuation Route Level of Servics E Ievel of Service D Wr Min Hr Min
,; Static Dynamic Static Dynamic
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- . East of River _
3:50 4:45
- Route 6 s T
Route 120 0:50 2:30 Route 9A 3:20 3:30 Taconic Parkway 2:05 3:15 Amawalk Road 2:50 3:30 West of River Palisades Parkway 3:35 4:00 5:50 6:30 Route 9W 4:25 4:45 6:25 7:30 l
Route 303 2:00 3:00 2:40 3:15 Route 45 2:20 3:00 3:40 3:45 i Little Ter Road 3:35 4:00 5:45 6:15 Route 304 2:30 3:00 4:00 4:00
. *A dynamic analysis at Level of Service D was not performed east of the Hudson River .
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- 3. F-- - rative Analysis of Static and Dynamic Model Results -Indian 4
point Nuclear Generatinc Station, New York f
The bepehmark analysis consisted of a series of static and dynamic assignments to obtain comparable estimates of roadway travel time to evacuate residents of the Indian Point EP1. Common to all of the traffic assignments, regardless
! of the model, were the number of trips generated by each sone and the test !
evacuation network. The test evacuation network consisted of the two southern I quadrants of the Indian Point EPE.
Separate benchmark analyses and evaluations were made for normal and l
poor weather conditions. The basic difference between these analyses was the roadway carrying capability (evacuation capacity). Level of Service j ' I roadway capacity represented evacuation under normal weather conditions, 4 whereas capacity at Level of Service D represented poor weather evacuation conditions. For poor weather conditions, free-flow speed reductions on the order of 20 percent were put into effect.
(-
The static traffic assignment model was executed once for the entire j
I test evacuation network (eacia quadrant to the west and east of the Hudson River) to obtain the evacuation roadway travel time estimates for all routes for a given weather condition. Bence, two runs were required to obtain the f
evacuation time estimates for the test network.
The dynamic traffic assignment model was analysed separately for each ,
quadrant and each weather condition. Three dynamic traffic assignments were made, which resulted in normal weather evacuation roadway travel time estimates for routes on both sides of the Hudson River, and poor weather evacuation roadway travel time estinatas for routes west of the Eudson River.
I 3.l' Static Assignment Resttig For each of the evacuation routes included in the test evacuation network, the roadway travel times to clear the EPZ resulting from the static assignment, l
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as shown in Table 1, ranged from 50 minutes to 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> 25 minutes under normal
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weather conditions (i.evel of Service E evacuation capacities), and from 50 l A-9 ' ' ' -l 1 * * -
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The 16 critical bottleneck ~ links identified by the static model were
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3.2 Dynamic Assignment Results Table 1 also shows the results obtained from the dynamic traffic assignment.
Evacuation roadway travel times based on the output traffic statistics of the model are rounded up to the nearest 15 minutes. Thus, when a route exhibited sero' volume within a given 15-minute point in time, it actually was cleared of traffic at some point during the proceeding 15-minute time interval.
I Utilizing evacuation capacities calculated for normal weather conditions, roadway travel times ranged from 2 hours2.314815e-5 days <br />5.555556e-4 hours <br />3.306878e-6 weeks <br />7.61e-7 months <br /> 15 minutes to 4 hourr 45 minutes for all routes east and west of the Hudson River. West of the river, evacuation capacities calculated for poor weather conditions resulted in roadw'ay travel time estimates ranging between 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> and 7 hours8.101852e-5 days <br />0.00194 hours <br />1.157407e-5 weeks <br />2.6635e-6 months <br /> 30 minutes.
3.3 c m rison of Results For the benchmark analysis and evaluation of the test network, the evacuation roadway travel times obtained from the static assignment model were compared k to the dynamic assignment model travel times to assess differences in the results of the two models and verify results of the static model.
As shown in Table 1, in all cases, the static assignment evacuation reaches 100 percent completion either before or at the same time as the dynamic assignment evacuation.
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Table 2 indicates th'at a 93 percent correlation between the two assignment models is possible on an aggregate basis for the roadway network east of the Budson River. That is, in the time that the static assignment estimated conglete evacuation of vehicles beyond the EP3, the dynamic assignment estimated On a route by route 93 percent of the vehicles would have cleared the EP3.
basis, this correlation ranged between 100 percent for the most heavily assigned test , route, and 33 percent for a minor test route, which was assigned only 5 vehicles during the evacuation with the second lowest correlation, Amawalk Road, being 89 percent.
On the west side of the Hudson River, where both normal and poor weather conditions were analyzed by both models, the correlations of the overall results between the two models were 98 percent and 95 percent, respectively.
Under normal weather conditions, there was little disparity among all six routes, with the results varying between 97 percent (Palisades Parkway) and 99 percent (Route 9W, Little Tor Road, and Route 304) . Poor weather conditions resulted in route correlations ranging between 87 percent for Route 9W and h 100 percent for Routes 45 and 304.
Overall, for the entire test evacuation network, comparison of the static and dynamic assignment results under normal weather conditions indicated a 96 percent correlation. Generally, when the static model estimated the network would be cleared (total vehicle evacuation), the dynamic model estimated The dynamic l 96 percent of the vehicles would have cleared the EPS boundary.
assignment results indicated that complete evacuation of all vehicles beyond t
the EPS boundary would occur 15 minutes later than the static assignment estimate under normal weather conditions.
f l
In addition to the evacuation times generated by each assignment technique (
l the location of bottlenecks by each methodology was compared. The dynamic assignment produced as output for each link the percent of vehicles stopped during the evacuation. This statistic was used as a measure of the degree of congestion on each link. On a network-wide basis, the average percent stops for all links was 35 percent. .
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TABLE 2 j
COMPARISON OF STATIC AND DYNAMIC ASSIGNMENT RESUL.TS Poecent of Total VJA.M Evacuated During the Followiss Time Peelod' Total Vehicles Traffic Evacuation Route Using Assignment Evacuation Route Methodology 0:45 1:00 2: 1:45 2:00 2:15 2:30 2:45 3:00 3:15 3:30 .
East of River - - - - - 100 - -
Static - - - -
84 - 100 - -
.. 4,360 - - - - - -
Route 6 Dynamic - - -
5 Static 100 -
Route 120 Dynamic 33 - - 100 -
- - - - - - 100 - -
8,890 Static -
- - - - - 100 - -
Route 9A Dynamic - -
Static - - 100 - -
Taconic Pashway 5,155 - 92 - - - 100 -
Dynamic -
's. - - - - - 100 - -
2,575 Static - - - 89 - 100 - -
Amawalk Road Dynamic - -
- - - - - 100 -
Static - - -
- - 93 - 100 -
Total East Rnutes 20.785 - - - - - - -
Dynamic
> - - (100) - - -
"" West of River , 100 - -
Static - - - - - - -
- 97 100 - - - (97) - (100) -
Palisades Paekway 8.655 - - - -
. Dynamic - - -
- 100 - - - - (100) -
Static - - - - - - - - -
- 99 100 - - - (87)(100) 3,950 - - - - - -
Route 9W Dynamic - - -
- 100 - - (1000 - - - - - - -
3,310 Static (90) 100 (1000 Route 303 Dynamic - 98 - -
- 100 - - - - (100) - - - - -
(100) -
1,920 Static se _ 100 _ -
. Route 45 Dynamic - - -
- - (100) - - - -
- 100 -
3,025 Static - - - -
- - 99 100 - - (951 - (100) - -
Little Toe Road Dynamic - - -
'- 100 - - - - - (100) - - - - -
3.655 Static - - -
- 99 - 100 - - - (100) - - -
Route 304 Dynamic - -
- 100 - - - - (100) -
Static - - - - - - - - -
98 100 - - - (95)(100) 24,415 - - - - - - -
TotalWest Routes Dynamic - - -
- - - - - - 100 - -
45.200 Static - - - -
- - - - - - - 96 100 - - -
Total Netwoek Routes Dynamic - - -
- Note:
Numhess enclosed by parentheses represent the percent of total vehicles along a eoute evacuated during ,'
usmg Level of Service D capacities. i id Numbers not enclosed by pasentheses represent the peecent of total vehicles along a soute evacuated during th usmg Level of Seevice E capacities.
f J
EVACUATION SECTION C (Areas 1, 2, 3) (Figure 5 )
a From the edge of the Delaware River east along Mill Creek to Money Islana Road. North on Money Island Road to Fort Elfsborg-Bancocks Bridge Road.
East on Fort Elfsborg-Bancocks Bridge Road to Sales-Bancocks Bridge
' Road. South en Sales-Bancocks Bridge Road to Alloway Creek. Along Alloway Creek east then south to Harmersville Road. From that point south along Canton-Bancocks Bridge Road to Stow Creek (including residences along both sides of the road) . South along Stow Creek to Oyster Cove.
Then generally northwest along the shoreline to the south of Mill Creek.
l .
f EVACUATION SECTION D (Areas 1,3,4,5,14,15,17,19) (Figure 6 )
From the northern tip of Artificial Island, east to and then along Alloway Creek (New Jersey) to the eastern edge of the marsh. South along the 1
i edge of the marsh to Devils Gut. South then east along Devils Gut to 4
the private road which runs east just north of and .approximately parallel to Patty's Fork and Silver Lake Fork. East then north along the private road to Fogg Road. North on Fogg Road to Silver Lake Road. East on i
Silver Lake Road to Bancocks Bridge-Canton Road. South on Hancocks Bridge-Canton Road to Buckhorn Road. On Buckhorn Road east to the Salem County-cumberland County borderline. Northeast along the Salem County-l Cumberland County borderline to Marlboro Road. South along Marlboro Road to Roadstown. Then south along Springtown Road to Greenwich-Bopewell borderline. South along the Greenwich-Bopewell borderline to Cohansey River. South along Cohansey River to Cohansey Cove. Then west across the Delaware Bay on a straight line between Cohansey Cove and Woodland Beach (Delaware). From Woodland Beach west along Route 6 including homes on both sides of the road to Smyrna Landing. From Smyrna Landing northeast along the Smyrna River to the Flemings Landing Road (Route l 9). North along the Flemings Landing Road to the road north of Thoroughfare l
l Neck Road. East along this road to Cedar Swamp and along Cedar Swamp to Collins Beach on Delaware Bay. Then generally northwest along the shoreline to the mouth of Silver Run. From the mouth of Silver Run northeast across the Delaware 3 l
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,- 4. CONCLUSIONS The results of the benchmark analysis presented in this report indicate that Parsons Brinckerhoff's static traffic assignment model can be applied to roa6tay networks to estimate evacuation roadway travel times with a high degree c!! confidence.
Under identical circumstances, the static assignment model results have proven comparable with those produced by a state-of-the-art, complex dynamic assigrunent model, which simulates the evacuation' process within the framework of time. Roadway travel times were estimated and congested roadways identified with a high degree of correlation using the less complex static assignment methodology. A close correlation between assignment procedures exists for varying roadway types, weather conditions, and loading characteristics.
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along Dutch Week Road to Port Penn Road. East along Port Penn Road ,
to Boyds Corner Road and then southwest along Boyds Corner Road to the dirt road just east of DuPont Parkway (U.S. Route 13). South along this road to State Road 423 and then west along Road 423 to the DuPont
- Parkway. South along DuPont Parkway to Dravyer's Creek and then east and south along Dravyer's Creek to the Appoquinisink River. East along l the Appoquinisink River to the Delaware River. South along the edge l .
l of the river to Liston Point. Then northeast along a straight line I from Liston Point to the mouth of Fishing Creek (New Jersey) and generally t
northwest along the shoreline to Elsinboro Point.
F7ACUATION SECTION 5 (Areas 9,10,15,17) (Figure 10) l From the northern tip of Artificial Island west across the Delaware River to the light at the southern tip of Reedy Island and cont!.nuing southwest to the north of Silver Run. West along Silver Run to State j ;, ,
Road 423 and then west along this road to the DuPont Parkway. South along the DuPont Parkway to Dravyer's Creek. East then south along ,
Drawyer's Creek to the Appoquinisink River and then southwest along - ,
l the Appoquinisink River to Main Street (Route 299) in Odessa. Southeast along Route 299 to Stusps Corner Road (Route 9) which becomes Taylors >
Bridge Road (Route 9), then east along Taylors Sridge Road to Flemings l Landing Road (Route 9), including the community of Taylors Bridge. ,
l
( Southeast along Flemings Landing Road (Route 9) to the road north of
( Thoroughfare Neck Road. East along the road north of Moroughfare Week I Road to Cedar Swamp and along Cedar Swamp to Collins Beach on Delaware Bay. South along the edge of the bay to the Smyrna River. Men east
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along a straight line from the mouth of the Smyrna River to the mouth of Ned Horse Creek (New Jersey) . Generally northwest along the shoreline
! to the northern tip of Artificial Island.
EVACUATION SECTION I (Areas 8,9,12,13,15,16,13) (Fiqure 11) 4 From the Finns Point Cemetery (New Jersey) west across the Delaware
! River along a straight lini, ta the eastern edge of Red Lion Creek.
West and then south along Red Lion Creek to the municipal boundary of f
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8 APPENDIX B DESCRIPTION OF EVACUATION SECTION BOUNDARIES EVACUATION SECTION A (Area 1) (Figure 3 )
From the northern tip of Artificial Island, east to and then along Alloway South along the edge of the Creek to the eastern edge of the marsh.
marsh to Devils Gut and continuing south on Devils Gut to Fishing Creek.
Generally Along Fishing Creek south to Stony Inlet on the Delaware Bay.
northwest along the shoreline to the northern tip of Artificial Island.
EVACUATION SECTION 8 (Areas 1,15,17) (Fiqure 4) i From the northern tip of Artificial Island, east to and then along South along the Alloway Creek to the eastern edge of the marsh.
edge of the marsh to Devils Gut and going south then east along Devils Gut to the private road which runs east just north of and approximately parallel to Patty's Fork and Silver Lake Fork.
North on East then north along the private road to Fogg Road.
Fogg Road to Silver Lake Road. East on Silver Lake Road to Bancocks South along Bancocks Bridge-Canton Road (including Bridge-Canton Road.
to stow Creek and south along dwellings on both sides of the road)
Stow Creek to Oyster Calver on Delaware Bay. Southwest across Delaware Bay on a straight line to the mouth of the Smyrna River Generally northwest along the shoreline to the mouth (Delaware).
of Silver Run. Then northwest across the Delaware River to the Ifght at the southern tip of Reedy Island and west to the northern tip of Artificial Island.
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- the south of Fishing Creek (New Jersey). Generally northwest along the shoreline to the northern tip of Artificial Island.
EVACUATION SECTIOtt g (Areas 1 and 15) (Figure 13)
! From the northern tip of Artificial Island east to and then along Alloway i Creek to the eastern e+3e of the marsh. South along the edge of the
- marsh to Devils Gut and continuing south on Devils Gut to Fishing Creek.
, Along Fishing Creek south to Stony Inlet on the Delaware Bay. Southwest i
across the Delaware Bay on a straight line to Liston Point. Generany northwest along the shoreline to the mouth of Silver Run. Then northwest across the Delaware River to the light at the southern tip of .Reidy Island and west to.the northern tip of Artificial Island.
l 37ACUAffOtt TECTION L (Areas 1,2,3,8,9,10,16,17) (Figure 14)
- From 41sinboro Point (New Jersey) at the edge of the Delaware River j
7,tst alo'ng Mill Creek to Money Island Reid. North on Money Island Road to Fort Elfsborg-Bancocks Bridge Road. East on Fort *Elfsborg-Bancocks Bridge Road to Sales-Bancocks Bridge Road. South on Salem-Hancocks 3 ridge Road to Alloway Creek. Along A noway Creek east then south to Earmersville Road. From that point south along Canton-Bancocks Bridge
! Roed' to Stow Creek (including residences along both sides of the road) .
l South along Stow Creek to Oyster Cove. Then generally northwest along the shoreline to the south of Mad Worse Creek. Southwest across Delaware l
Bay on a straight line to the mouth of the Smyrna River (Delaware) .
Generany northwest alongthe shoreline to Couins Beach. From that point west along Cedar Sweep to the road north of Thoroughfare Neck Road. Northwest along the road north of '!horoughfare Neck Road to Flamingo
! Landing Road (Soute 9), then to Taylor Bridge Road (Route 9) including the oosmunity of Taylor's Bridge. Northwest along Taylor Bridge Road (Route 9) which becomes Stueps Corner Road (Route 9) to Route 299.
Continuing northwest on Main Street (Route 299) in Odessa to the Appoquinimink River. Northeast along Appoquinimink River to Drawyer's Creek, north and then west along- Drawyer's Creek to the DuPont Farkway. North along i
I the ItuPctnt Jatkway: to State Road 423, east along State Road 423 to a ~
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River to the light at the southern tip of Reedy Island. and continuing
( east to the northern tip of Artificial Island.
EVACUATION SECTION E (Areas 1,2,3,5,6,7) (Figure 7 )
From the Delaware F_iver east along Lehigh Road (the northern boundary of Killcohook Natural Wildlife Refuge) to Barrisonville-Light House Road. One half mile east along Harrisonville-Light House Road then east along a line passing through the intersection of Book Road and Route 49 (line is south of Pleasant Point and north of Barrisonville) and through Mannington Meadow to Mannington Creek. East along Mannington Creek to the Alloway-Mannington borderline. South along the Alloway-Mannington borderline to the Alloway-Quinton borderline. Continuing south along the Alloway-Quinton borderline to the Stow Creek borderline.
i Then west along the Stow Creek-Quinton borderline to Marlboro Road.
Along Marlboro Road south to Stow Creek Road. Along Stow Creek Road i
west to Stow Creek Landing. South on Stow Creek to Oyster Cove on Delaware Bay. Generally northwest along the shoreline to Lehigh Road.
(
EVACUATION SECTION F (Area 15) (Figure 0)
From the northern tip of Artificial Island west across the Delaware River to the light at the southern tip of Reedy Island and continuing southwest to the south of Silver Run (Delaware) . Then generally southeast I
along the shoreline to Liston Point. From Liston Point northeast on a straight line across the Delaware Bay to the mouth of Fishing Creek (New Jersey). Then generally northwest along the shoreline to the northern tip of Artificial Island.
EVACUATION SECTION G (Areas 8,9,15,16) (Figure 9) l From Elsinboro Point (New Jersey) west across the Delaware River to the eastern edge of St. Georges Creek. West and then north along the boundary .of Delaware City to the Chesapeake and Delaware Canal at a i point just east of the Delaware City Branch Channel. West along the
! Chesapeake and Delaware Channel to Dutch Neck Road and then southwest 5-3 l .
) .
1
o borderline. North along the Alloway-Mannington borderline to Mannington Creek and west along Mannington Creek to Mannington Meadow. Then west across Mannington Meadow on a line passing through the intersection I of Book Road and Route 49 to a point one half mile east of the Killcohook Natural Wildlife Refuge on Barrisonville-Light House Road. 'Ihen west 7
along Barrisonville-Light House Road and Lehigh Road to the Delaware River. So'ida along the shoreline to the Finns Point Cemetery.
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i i e Red Lion and then south along the boundary to the intersection of Wrangle Bill Road (Route 72) and Red Lion Road (U.S. Route 3015) . South along Route 301 to the Chesapeake and Delaware Canal following the boundary between Red Lion and Pencader. Then west along the Canal to Susait at State Road 63. South on Road 63 which forms the boundary between
[ St. Georges and Pencader and continuing south on U.S. Route 301 (State Route 896) to Churchtown Road. West on Churchtown Road to State Road j
i 435. South along this road to Bunker Bill Road. Southeast along Bunker Will Road to Warwick Road (State Route 71) . Southwest along Warwick f Road to Eger Price Road and then south along Eger Price Road to Deep Creek. East along Deep Creek to Silver Lake then east along Silver Lake to the Appoquinimink River. Then generally east along the Appoquinimink River to the Delaware River and then southeast along the shoreline to i
Liston Point. From Liston Point northeast across the Delaware Bay to the south of Fishing Creek (New Jersey) . Generally north along the i
I shoreline to Finns Point Cemetery.
EVACUATION SECTION J (Areas 9,10,11,12,14,l'5) (Figure 12 )
['
l I From the nor & rn tip of Artificial Island, west across the Delaware River to the light at the southern tip of Reedy Island and continuing southwest to the mouth of Silver Run. West along Silver Run to State Road 423 and then west along this road to the DuPont Parkway (U.S. Route 13). South along DuPont Parkway to Drawyer's Creek and then southwest along Dravyer's Creek to State Road 429. Northwest along Road 429 to State Road 435 and then south along State Road 435 to Bunker Will Road.
Southeast along Bunker Will Road to Warwick Road (Route 71) and then southwest along Warwick Road to Eger Price Road. South along Eger Price Road to Wiggins Mill Road and then southeast along Wiggins Mill to State Road 458. West along Road 458 to State Road 459. Southeast along Road 459 to Ebeneser School Road and then east on the latter road to the casununity of Forest and the Conrail line. Southeast along the Conrail line to Duck Creek. East along Duck Creek to Mill Creek and then south on Mill Creek to Route 6. East along Route 6 to and including the community l
of Woodland Beach. Then generally northwest along the shoreline to Liston Point. From Liston Point northeast across the Delaware Bay to t
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gene & Total awloyees Tranetent m eloyees Distance and Evacuation location weekdor Nieht aseekdar M Direction Plannine Area /' .
- i Diamond shamrock Corp. 330 65 231 46 Outside 13 Delaware city, Delamere e
Getty Refining and ,
Marketing 1540 15e 1400 140 Inst le 13 n
4 pelaware City, Delauere .
. .s Middletown Industrial Park 2e8 * *
- W 10 II Middletown, Delamere ,
. Standard Chlorine 12e 15 120 15 'Outelde 13
-~ Delaware City, Delauere .
stauffer Chemical 12e 60 *
- Outside 13 triaatical Delaware City, Delamere
- Data unavailable.
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Route 13). From that point dirt ros.d just east of DuPont Parkway (U.S.
West along north to Boyda Corner Road, then east to Port Penn Road. i Port Penn Road to Dutch Neck Road, then northeast along Dutch Neck Road f
to thechesapeake and Delaware City Branch Channel. South and then east at a point just east of the Delaware City Branch Channel along the boundary East across IofDelawareCitytotheeasternedgeofSt.GeorgesCreek.
the Delaware River to Elsinboro Point (New Jersey) . ,
t EVACUATION i,ECTION M (Areas 1 through 17 ) (Figure 15 )
From the Finns Point Cemetery (New Jersey) west across the Delaware River along a straight line to the eastern edge of Red Lion Creek (Delaware) on the Delaware River, west along Red Lion Creek to the municipal boundary of Red Lion and south along this line to the intersection of Wrangle South along Will Road (Route 72) and Red Lion Road (U.S. Route 3015) .
Route 301 to the Chesapeake and Delaware Canal following the boundary between Red Lion and Pencader. Then west along the Canal to Summit South on this road which forms the boundary between at State Road 63.
( - St. Georges and Pencader and continuing south on U.S. Route 301 (State .
Road 896) to Churchtown Road. West on Churchtown Road to State Road Southeast along Bunker 435. South along this road to Bunker Hill Road.
Hill Road to Warwick Road (Route 71). Southwest along Warwick Road to Eger Price Road and then south along Eger Price Road to Wiggins Mill Road. Southeast along Wiggins Mill Road to State Route 458. West Southeast along State Route along State Road 458 to State Route 459.
459 to Ebenezer School Road and then east on the latter road to the Southeast along the Conrail connunity of Forest and the Conrail line.
line to Duck Creek. East along Duck Creek to Mill Creek und then south East along Route 6 to and including the community on Mill Creek to Route 6.
of Woodland Beach. Then west across Delaware Bay, along a straight
- line from Woodland Beach to Cohansey Cove and the mouth of the Cohansey l
l River (New Jersey) . Northwest along the Cohansey River to the Greenwich-Then Hopewell borderline. Along the borderline north to Roadstown.
East along north on Marlboro Road to Stow Creek-Quinton borderline.
the Stow Creek-Quinton borderline to the Alloway-Quinton borderline.
" North along the Alloway-Quinton borderline to the Alloway-Mannington B-7
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COMMERCIAL BOATS
- IN THE SALEM EPZ AREA EVACUATION
. WEEKDAY SATURDAY SUNDAY SEGMENT PLANNING AREA E
3 boats e 2 boats 0 -
N4-10 15,16, 25 people / boat 25 people / boat SW2-10 17,18,19
. SSEl-10
- 51-4 SSW1-3 SW1-3 W1-3 WNW1-3 NW1-4
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Total w lovees Transient gueleyees Name & Directlan plastnine Aree Weekday WigInt Weekday Widt location M9 0 15e 240 M Anchor Nock!ng 400
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20 IBIE 10 6 408 48 200' Mannington M111e i
Mannington, Me. Jersey -
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Air Products 5
Delaware City. Delaware 18 Outelde 13 220 og 99 American gloeschet Corp. e Delaware City, Delaware 10 gent it 13 IO 73 >
Delmarva Power & Light 73 Delaware City, Delaware
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, , VISITORS VISITORS EVACUATION PEAK PEAK DAY NORMAL DAY AREA PLANNING MAME & ADDRESS SEASON PEAK SEASON PEAK SEASON SEGMENT AREA Marlboro Marina Susuner 100 marina NNE 9 7 Salent dity, N.J. , 100 in boats Cohansey Marina & Casino
- Spring / 106 marina 35 outside 4 Greenwich, N.J. Summer 250 casino .
Hancock Harbor Susumer 200 in boats outside 4 Greenwich, N.J. Weekend 300 in restaurant Delaware City Marina Suimer 100 25 NNW 9 13 Delaware City, Delaware MeadowView Acres Summer 80 E 8,9 5,6
%wund, N.J.
Visitor's Center Salaus NGS 100 Center 1 4
Holly Mountain Ski Area . Winter 225 100 E 9, 10 6 Weekend s
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- (Continued) platamos and avectentlose Transtant amployees unee & Total sectorees tesekday utght Direction Plannine Area
< tesehday utght tocatiots r 2 Oute.de 13 30 2 20 Stauffer Chemice!
Delaware City, Delauere 729 , Center 1 3650 010 3285 Salee Mope Creek MGs ,
e tower Alloways Creek W.J.
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t SPECIALIhENTSINTHESALEMEPZ b
Evacuation Area Planning Name & Address # Visitors Date Segment Area Open House'in Greenwich 2000 May outside 4 Greenwich, New Jersey 600 Dec.
Antique Motorcycle Show 1000/ day 2 days in N 10 7 For Mott State Park, NJ August Iower Alloways Creek Fair 5000 -
E7 3,6 Iower Alloways Creek, NJ Salem City Fair 2000 -
NKE 9 6 Salem City, NJ . . -
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. j Christmas in Odessa 2500 December W7 12 i Odessa, Delaware (1000 April )
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- RECREATIONAL FACILITIES IN THE SALEM EPZ VISITCRS EVACUATION VISITORS NORMAL DAY . AREA PLANNING PEAK PEAK DAY PEAK SEASON SEGMENT AREA SEASON PEAK SEASON NAME & ADDRESS _
5.
Waterfowl 10-15 10 N3 1 Artifical Island Delaware, New Jersey season .
200 NNE 2,3 Waterfowl 200-250 Mad Horse Tract "
NE 2,3,4 1,3 Iower Alloways Creek, NJ Season ENE 2,3 E 2-7 ESE 2-8 SE 6,7,8 10 ENE 8 6 Summier 12 Maskell's Mill Pond Lower Alloways Creek, NJ Outside 7 Fall 25 Killcohook MaH anal Wildlife Refuge Pennsville, N.J.
SSE 8,9,10 d
8,9,10
~ W innd Beach Wildlife Fall 100 hunters 14, 15 S 3-7
[ 'JRefuge, Delaware (includ-200 SW 3 16,17, ing the area north along Sunener 200-300 19 I
fisherman NSW 3 fishezmon .
the shore)
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SSE 8,9,10 14,19 Woodland Beach, Delaware Sunumer 500 WNW 4,5,6 8 Augustine Creek Wildlife Fall 100 NW 4,5,6 Refuge, Delaware NW 4 8,16 i
stammer 75 Augustine Beach, NNW 4,5 l
fisharmatt l Delaware in boats i
NNW 7,8 Chesapeake & Delaware Fall 400 NW 8,9,10 8,13 Canal, Delaware WSW 3,4 9,10 i
6 Appoquin4=4ak Wildlife Fall Refuge, Delaware 44 N 10 7 Su m e 500 Fort Nott State Park Pennsville, N.J. Weekend l
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1200 310 Fort Delaware Summmer NNW 9 Pea, Patch Island, Weekend l Delaware i
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[ 10annington, N.J.
6 9minton S dool 350 36 Seleen CGanty, SD I
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Salem County, N.J.
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. 6 1potech Center Comptes 303 9 Sales County, SD ; ,
I 80ennington, N.J.
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HCffELS & MOTELS IN THE SALEM EPZ EVACUATION 4 VISITORS AREA SEGMENT PIANNING ARIA JfAME & ADDRESS b
Salen Motor Indge 85 agEE 9 6 salem, New Jersey 30 W7 12 Pleasant Hill Hotel Odessa, Delaware 15 W7 12 Odessa Motel Court Odessa, Delaware 30 Wint 7 13 Parkway Motor Court Delaware a .
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., Schools 1mcated or EPS by Beereency Plemmine Aree smergency Planning Aree Wome/ Location Baro!!aent yacility 4 Staff Schoo16 District 12 Corbit School 142 13 Appogainisink, SD Odesse, Deleuere 12 aldeletonen algh school 797 79 Ayyagainimink, so . Y, Middletoun, Deleuere 12 Au Clelt Sdnoot 32 29 pon-public school for st. Geoages, Deleuere (realdentiell entistic ch!1eres 13 he hf NL 218 17 New Castle County, 3D-Area 4
. St. Georgoe. Deleuere L.
13 Gumalag Sedford 1929 99 Wow Castle County, SD-Aree 4 M8 dele school St. Georgoe, Seleuere 4
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s stow Creek scencol 4 Stow Creek,Iteu Jersey 3S Salem County, m 590
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Belen City, N.J.
le Setem County, 53 121 6 31elaburo school 31stabere, N.J.
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224 29 Appogeintatak, se WM 51ementary school 11 W , Delamere
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No secondary routes are available.
Evacuation section C (Areas 1, 2 & 3) (Figure 4)
The routes to evacuate the population within the five-mile radius north E and east of the nuclear generating stations ares o Private access road from the generating stations o Alloway Creek Neck Road toward Rancocks Bridge o Buttonwood Cuff Road northeast to Cantcm Road o Naskell's Mills Road southeast to Earmersville Peck's Corner Cohansey Road .
o Salea-Bancocks Bridge Road north toward Salem City o
- Walnut Street north to Salem City o Anwellbury Road north toward Salem City.
Evacuation Section D (Area 1, 3, 4 & 5) (Figure 5)
The evacuation routes for the 90010-mile section south and east of the nuclear generating stations are o Private access road east from the generating stations o Alloway Creek Neck Road toward Bancocks Bridge o Buttonwood Cuff Road to Salem-New Bridge-Canton Road toward Quinton o
- Salem-New Bridge-Canton Road south to Frog Ocean Road -
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o Buttonwood' Cuff Road to Salem-New Bridgt-Canton Road north, then on Quinton-Earmersville Road toward Quinton, through the Town of Quinton onto Alloway Road (Rte. 541) proceeding east out of the ten mile radius to the Township of Alloway o Mashell's Mill Road from Buttonwood Cuff Road southeast to Earmersville-Pecks Corner-cahanney Boad o Earmersville-Pecks Corner-Cohansey Road (Rte. 540) east to Centerton l
o Salem-New Bridge-Canton Road south to Frog Ocean Road o Salem-Eancocks Bridge Road north toward Sales through the Sales City by way of Broadway and Market Street proceeding north on Route 45 to Pointers-Swedesboro Road and Sales IIcodstown Road l
o
- Walnut Street north to Greves Parkway continuing across to '
Braodway '
o Route 49 north from Greves Parkway to Ecok Road towards Penns neck o Anwellbury Road north to Port Elfsborg-Salem Road to Oak Street and then proceed on Greves Parkway to Route 49 North o Sinnickson Landing Road to Tilbury Road then northeast to Greves Parkway and north on Route 49 o Port Nott Road north to Route 49 in Pennsville o *Elfsborg Salem Road east from Sinnickson Landing Road to Anwellbury Road
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' br m ereener eIsantee Ates e e 1 .
M gency temates staff Planning Averees ggg Svealag Wieht Capacity f
Area amme/tmostlem 115 75 m 6 Seiem County Ja11 salem City, New Jersey .
See 175 48 38 solauere correctlanel 775 11 Center, upw Castle OManty, i
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Evacuation Section G (Areas 8 and 9) (Figure 8)
The routes used in evacuating the area within 5 alles, 90 degrees north and west of the nuclear generating stations are:
o Route 9 from Bayview Beach north to Biddles Corner o Royds Corner Road from Port Penn, west toward DuPont Parkway (Route 13) o Vance Neck Road fr a Thomas Corner Road West toward DuPont Parkway (Route 13) o
- State Road 423 west to DuPont Parkway (Route 13) j o *nomas Corner Road fr a Vance Neck Road, southwest across the Appoquinisink River.
Evacuation Section I (Areas 9 and 10) (Figure 9) l The routes used in evacuating the area within 5 miles, 9') degrees south l
and west of the nuclear generating station are:
1 o Thomas Corner Road (Route 9) from Drawyer's Creek, southwest toward Stumps Corner Road (Routes 299/9) o
- Stave Landing Road from State Landing southwest toward Route 9 o
- Flemings Landing Road (Route 9) from Taylors Bridge, south toward Flemings Landing o (*edar Swamp Road from Cedar Swamp west to Taylors Bridge Road.
Evacuation Section I (Areas 8, 9, 12, and 13) (Fiquee 10)
I E-6 l
lt APPENDIX E
' EVACUATION ROUTES .
Se following are descriptions of the preferred primary and secondary (contingency) evacuation routes for the land areas of each of the
[ Evacuation Sections. The secondary routes are proceeded by an asterisk
(*).
Evacation Section A (Area 1) (Figure 2)
The routes used in evacuating the two-mile 1800 section east of the nuclear generating stations ares o Private access road east from the generating plants t
o Alloway Creek Neck Road north toward unnarwks Bridge.
Mo secondary routes are available. ,
Evacuation Section B (Areas 1 & 3) (Figure 3)
- The evacuation routes to evacuate the Artifical Island and the Marsh south and east of the nuclear generating stations to the five-mile limit ares o Private access road east from the generating stations on Artificial Island o Allowey Creek Neck Road toward Manarmaks Bridge i
o Buttonwood Cuff Road to Canton Road toward Quinton o Maske11's Mill Road southeast to Earmersville Peck's Corner
- Cohansey Road o Salen-Bancocks Bridge Road north toward Salem City.
i E-1
- , - - - -,---.,-,_,em..-vnn--, rn-,,
o State Road 412 from Birds Landing Road west to Suumait Bridge o
- State Road.423 west to the DuPont Parkway (Route'13) o
- Thomas Corner Road (Route 9) frcza Vance Neck Road, southwest across Appoquinimink River o State Route 299 (Main Street) from Odessa, west to State Route 71 (Warwick Road).
Evacuation Section J (Areas 10, 11, 12 4 14) (Figure 11)
The routes used in evacuating the area within 10 miles, 90 degrees to the south and west of the nuclear generating stations are:
+
o Thomas Corner Road from Drawyer's Creek to Stump Corner Road (moute 9)
- o *Taylors Bridge Road (Route 9) from Blackbird Creek to the .
DuPont Parkway (Route 13) o
- Route 299 from Route 9 through Odessa to U.S. Route 13 o Delaware St its Route 299 (Main Street) from Odessa, west to State Route 71 (Warwick Road) o . Stump Corner Road from Thomas Corner Road, south to Taylors Bridge Road i
- o. DuPont Parkway (Route 13-South) frem Taylors Bridge Road south 1 to Smyrna o *Townsend Pine Tree Corner Road from Route 13 at Pine Creek Corners southwest through Townsend f
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. -_ . . _. . . ._ ..- _- ~ - . _ . - _ - =___ -_ _ _ .-- .
I
- - o Sales-New Bridge-Canton Road south from Frog Ocean Road to Stow Creek Boad - .
o Stow Creek Road from Salem-New Bridge-Canton Road east to Quinton-
' Jericho Road i
b
! o Chestnut Road from Canton Road to Willis Road proceeding east on Willis Road to Quinton-Jericho Road .
o
- Mill Boad east to Ye Greate Street, north on Upper Roadstown Aced and south on Ye Greate Street to Bacon's Neck Road
.I o *Springtown Road from Ye Greate Street to Teaburner Road then i following this road to Maple Street o
- Canton Road south from Stow Creek Road to Gun Tree Corner then continuing to Bacon's Neck Road i ( o *guinton-Jericho Road southeast from the Salem County Line to r
- Stow Creek Road
- 1
! o Stathem's Neck Road east to Upper Roadstown Road northeast to l Acadstown o Bacon Neck Road east to Ye Greate Street south then to Maple Street north, to Rowentown Road east toward Bridgeton.
i Ey m etion Section 3 (Area 1, 2, 3, 5, 6 & 7) (Fieure 6) t The routes used in the evacuation of this 10-n11e section northeast of the nuclear generating stations includes l
o Private access road east from the generating stations
! o Alloway Creek Neck Road toward Mancocks Bridge I-3 . .. ..
er--y-ww n - _.e-,-n..-ww.. _.e., .,.-w,,ww---e..- , , , . _ er ,e w-w- -er,--w
o State Road 456 from Taylors Bridge Road south to Blackbird Zanding Road
-o *alackbird Landing Road from State Road 456 to DuPont Parkway (Route 13).
y acuation Section I (Areas 1-14) (Figure 12) -
N routes used in evacuating the area within 10 miles, 360 degrees of the nuclear generating stations are o m sames routes described in Evacuation Sections D, E, I, and J.
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I o *Quinton-Jericho Road southeast from Barrersville Pecks Corner- l Cohansey Road to Stow Creek Road o *Quinton-Marlboro Road (Rte 49) southeast from Sickley Street to Salem Pike (Rte 49 oontinuation in Cumberland County) toward I Bridgeton to o *Quinton-Action Station Road north from Main Street (Rte 49)
Salem-Noodstown Road (Ate 45) o *Greves Parkway between Salem-Bancock Bridge Road to Walnut Street
'o *Greves Parkway northwest from Walnut Street to Chestnut Street o
- Chestnut Street from Greves Parkway to W. Broadway
- Quinton Road amutheast from E. Broadway to Bancock Bridge
[ o Quinton road then continuing south as Main Street to Quinton Action Station Road o
- Grant Street southeast from Market Street to Kessbey Street then east on Quaker Neck Road to Quinton Action Station Road o *W. Broadway from Market Street west to Greves Parkway o *Reasbey Street north fres Quinton Road (Rte 45) to Grant Street o
- Pointers-Auburn Road (Rte 540) free Route 45 to Penns Neck o
- Route 49 Pennsville north from Book Road to Ft. Motts lload.
E-5 *
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Five-Mile Radius Control Points New Jersey Control Saint Location Stanicioality 1A Intersection Elsinboro Money Island M. (County Route 4)
& Ft. Elfsborg Rancocks Bridge M.
(County Route 24) 2A Intersection Elsinboro Pt. Elfsborg-Eancocks Bridge M. .
(County Route 4) & Eagersville M.
(County route 65) 3A Intersection Iower Allowaya Pt. Elfsborg-Bancocks Bridge Rd.
- Creek (County Route 24) & Sales-Eancocks Bridge Rd.
l
- (County Route 54) 4A salem-Eancocks Bridge M. Lower Alloways (County Route 54) at Alloways Creek Bridge Creek SA Intersection tower Alloweys Cuff M. & Maskell's Mill M. Creek (County Route 54) 6A Intersection Lower Alloways l Maske11's Mill Rd. (County Route 54) Creek
& Salem-New Bridge-Canton Rd. (noute 59) 6 i r- -
' The routes used in evacuating the area within 10 miles 90 degrees to the north and west of the nuclear generating stations are:
o Route 9 from the area of Bayview Seach, north through Delaware City to the DuPont Parkway (Route 13) north o DuPont Parkway (Route 13) from Vance Neck Road, north to Tyebouts ,
Corner at the junction of tr.S. Route 301 o Vance Neck Road, from Route 9 west to DuPont Parkway (Route 13) o Royds Corner Road from Augustine Creek West through Mount Pleasant turning onto Churchtown Road continuing to Road 429 o
- Road 429 from odessa west through Armstrong to Road 435 o *Biddles Corner-Fort Penn Road frcus Royds Corner Road west to DuPont Parkway (Route 13) .
( .
o Kirkwood-St. George Road from DuPont Parkway (Route 13) west through Kirkwood o
Corner Road west to the DuPont Parkway o Ryetts Corner Road from DuPont Parkway (Route 13), northwest to State' Road 412A o State Road 412A from Ryetts Corner Road to Birds Landing Road o Birds Landing Road from State Road 412A, west to State Road 412
. - EI7 ,
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- 5A Intersection s State Road (37) & DuPont Odessa w ,
Parkway (U.S. Route 13) 4A Route'299 at Appoquinimink Appoquinimink 4
- River Bridge
~
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Intersection w, .
Old State Road (441) & Route 299 Appoquinimink (at Mathews Corner) 8A Intersection Taylors Bridge Road (452) & Appoquinimink Stump Corner Road 4
l (State Route 9) .
Intersection "w 9A
- Taylors Bridge Road (State Route 9) Appoquinimink --
- +
a Route (456) j, ~m
, 10A Intersection Flemings Landing Road Appoquinimink
.. (State Route 9) & .
i - - David's Corner (45) k A
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-a o Coldwell Corners Townsend Road from Townsend, southwest toward
[
Coldwell Corner o Flemings Landing Road from Taylors Bridge, south to Deakneyville J
Boad o Davids Corner Road from Flemings Landing Road to Walker School Road. South along Walkers School Road (State Road 45) to Deakneyville Road o Deakneyville Road (State Road 30) from Walkers School south to Thoroughfare Rock Road (State Road 485) o
- Walkers School Road (State Road 30) from Thoroughfare Neck Road south to Route 13 o Route 6 from Shorts Landing Road to Smyrna o Route 6 from unnA1mnA Reach west to Route 9 1
o Route 9 from the Smyrna River south to Route 6 o Riackbird Landing Road from Blackbird Creek south to DuPont Parkway (Soute 13) o Sales Church Road from DuPont Parkway (Route 13) southwest to Ebeneser School Road f
- Taylors Bridge Road from Stumps Corner Road (Route 9) west to I
o DuPont Parkway (Route 13)
' o Noxontown Road from Noxontown Pond west to Route 301.
o
- Shorts Landing Road from Route 9 to Route 6
(
I
,E-9 .
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8B Intersection Quint 6n Waterworks Rd. & Alloway Boundary Line
. 93 Intersection Alloway County Route 67 (Route 540)
& apillway Drive los Intersection Quinton
- County Route 67 (Route 540)
& Cool Run Rd.
113 Intersection Allowey Counte Route 67 (Route 540)
& Cobbs Mill Rd.
128 Intersection Quinton Lawrence Rd. & Stretch Rd.
133 Intersection Stow Creek New Jersey Route 49 &
Jericho Road (County Route 624) les Intersection Stow Creek l Marlboro Rd. (County Route 647)
& Columbia Corner (County Route'617) 155 Intersection Stow Creek .
Marlboro Rd. (County Route 647)
& West Avenue (County Route 753) 16B Intersection Stow Creek
- Tattletown-Jericho Rd. (County Route 626) & Greenwich Shiloh 6 Road (County Route 620)
C F-6'
' ~ ~ - ' ~
_e-
APPENDIX F re TRAFFIC CINTROL IOCATIONS
[ To provide for orderly traffic flow and the security of the D2, traffic control points have been established. These points form a cordon at the approximate limits of the 5-mile and 10-mile des.
The various points as shown in Figure 13 perform the following functions:
o Deny access to the emergency area to unauthorized personne2 o Initiate, control, and expedite outward movement if the State Emergency Controller should order na evacuation beyond 10-mile radius.
It should be noted that a number of the locations on the 5-mile
{._ cordon may function as internal traffic control points where traffic flow must be expedited when a 10-mile EPs cordon is established.
. The traffic control locations selected for the 5- and 10-mile cordon lines as well as the internal traffic control points as shown in Figure 13 are listed below. Numbers only appearing in ( ) are state road reference numbers.
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F-1 6
I 73 Intersection Pecader/
(U.S. Route 301/ State Route 71) Red Lion in Kirkwoods & Eirkwcood-St. Georges Road I SB Intersection Pencader Bethel Church Road (433) &
(U.S. 301/ State Route 896)
Bridge Approach Road 9B Intersection U.S. Route 301 (State Route 896) St. Georges Bridge Approach Road &
Churchtown Road (432)-Boyds ,
Corner Road (15) i 10B Intersection St. Georges
- Churchtown Road (432) & Road (435) .
^
11B Intersection St. Georges l
Bohemia Mill Road (436) & Road (435)
I l
l 12B Intersection St. Georges i
Bunker Hill Road.4437) & Warwick Rd.
(State Rout.e 71) 138 Intersection Appoquinimink Wiggins Mill ~4 cad (437) &
l Eger Prico Road (10) 14B Intersection Appoquinisink Route (458) and Route 459
.I F-8
i I
. Lower Alloways 7A Intersection Sales-New Bridge-Canton Rd. (County Creek Route 59) & Creek Township Silver Lake Road Iower Alloways
- SA Intersection
' Saleur-New Bridge-Canton Rd. (County Creek Route 59) & Prog Ocean Road (County Route 54) 9ASalem-New Bridge-Canton Road Iower Alloways (County Route 59) & Long Bridge Road Creek (County / Route 58)
Delaware control Municipality Point Location St. Georges 1A Route 9 Reedy Point Draw Bridge St. Georges 2A Intersection Port Penn Road (2) & Dutch Neck t
' Road (417) l l
3A Intersection St. Georges Royds Corner Road (15) &
DuPont Parkway (U.S. Route 13)
. 4A Intersection St. Georges McDonough Corner Road (423) &
DuPont Parkway (U.S. Route 13)
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25B Intersection Pencader Maryland Line Road (Route 285)
& U.S. 301S (State Route 71) .
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4 10-Mile Radius Control Points New Jersey Control Municipality Point Location IB katersection Pennsville
- Fort Nott Rd. (County Route 26)
& Lehigh Rd.
2B Intersection Pennsville New Jersey Route 49 & Book Road (County Route 33)
Intersection Mannington 3B New Jersey Route 45 (County Route 47) & County Route 46 Intersection Mannington 4B Mannington Mills Rd & Dubois Rd.
Intersection Mannington 5B Quaker Neck Rd. (County Route 57)
& Quinton Action Station Road (County 53) 6B Intersection Quinton Clansey Rd. (County Route 11)
& Alloway Boundary Line (West of county Route 57) 75 Intersection Quinton County Route 49 & Alloway Boundary Line F-5 *
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Population by Evacuation' Time Estimates Sector / Zone Special Facilities Populanon Salem Generating Stations -i Hope Creek Generating Stations .
a e Intersection Greenwich 17B Greenwich Road (County Route 607) -
.&* Dutch Neck Road (County Route 650)
Intersection Greenwich 185
' Greenwich Road (County Route 607) & Mosley Rd. ,
Delaware Control Municipality Point Location Hamburg Corner Road Red Lion 13 (Route 9) At Red Lion Creek DuPont Parkway Red Lion 2B
( (Route 13) at Red Lion Creek Route 7 at Red Lion /
3B Bridge over Red Lion Creek New Castle Intersection New Castle 45 I Red Lion Road (U.S. Route 301)
& Porter Station Road f
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Boad just east of Conrail New Castle /
5B l Pencader Line at Porter Station Road l
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Intersection Pencader/
IB Wrangle Hill Road (Route 72) & Red Lion I (U.S. Route 30lS/ State Route 71)
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Appoquinimink 15B Intersection Coldwell Corners-Townsend Road (25)
& Dogtown Road (42) f Appoquinimink
. 163 Intersection
' Townsend Dexter Road (36)
& Ebneser School Road Salem Church Road (471)
Blackbird 17B at Conrail Crossing Greenspring vandyke Road Blackbird ISB in Greenspring at Conrail Crossing Intersection Blackbird 195 Old State Road (486) & Walkers School Road (487)
Smyrna 208 U.S. Route 13 at New Castle County-Kent County boundary Thoroughfare Neck Road Smyrna 233 at Smyrna Landing anyrna 225 Intersection Route 82 and Route 6 Seyrna 235 Intersection Route 319 a Route 5 Intersection Severson Neck 24B State Route 9 & itate Route 6 i
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TADLE 1 DESIDENT POPULATION DISTRIBUTION BY 7.ONE ANO SECTOR, 0-10 NILES FROM SNGS ,, ,
7.ONE ,
SECTOR 0-1 (1) 1-2 (2) 2-3 (3) 3-4 (4) 4-5 (5) 5-6 (6) 6-7 (7) 7-8 (8) B-9 (9) 9-10 (10) 0 0 0 'O O 201 200 0 0 44 N (h) 0 0 0 0 33 120 120 1,609 5,832 161 NME (B) 0 0 9 295 252 285 316 459 366 NE (C) 0 0 0 35 96 233 255 204 173 153 ENE (0) 0 0 0 0 135 385 153 117 108 .
E (E) 0 0 O O O 90 42 48 348 ESE (F) 0 0 0,
- 0 0 0 0 0 16 50 SE (c) 0 0 0, 0 0 0- 0 0 0 82 5SE (H) 0 0 0 0 16 24 35 16 45 42 S (J) 0 0. 0 0 0 16 11 37 63 74 86 111 -
Ssw (7) 0 0 15 97 104 193 222 291 SW (L) 0 0 0 0 0 31 228 259 305 350 381 WSW (M) 0 0 0 0 22 54 46 599 61 70 2,721 W (H) 0 68 51 102 87 118 154 WNW (P) 0 0 0 113 0 108- 104 65 101 74 446 110 NW (Q) 0 0 10 262 31 35 1,079 1,084 0 NNW (R) 0 0 0 313 985 1,520 2,633 4,213 9,066 5,'122 TOTAL 0 0 0 CUM. TOTAL 1,298 22,524-Dracdner Acent iMm 'A 9
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Population by Evacuation Time Estimates
- Sector / Zone .
j Salem Generating Stations i Hope Creek Generating Stations
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Distribution of Population, 0-5 Niles, New Jersey The distribution of population within 0-5 miles in New Jersey of the SNGS is based on a comprehensive land use survey of dwelling units factor by.an estimated average household size.
- 1. The 0-5 mile area from the SNGS divided into 35 The sector / son the standard NRC designators for population distYibutio 0-5 mile area.
- 2. A survey of land uses within the 0-5 mile area identified allreason-The residen-tial units by zone and sector in New Jersey (see Table A) . il ableness of this survey was confirmed by sample counts from aer a photos, the USGS maps and municipal master plans.
3.
Based on the 1970 average household size by connunity, the population of each sector was determined by multiplying the n Where more than one community was within a sector, the the sector.
j average household size of the c-ommunity with the The resultant figurelargest population wa is con-assumed to be reasonable (see Table A).sidered conservative (a ,
that average household size has decreased since 1970.
i I Distribution of Population, 0-5 Miles, Delaware
Wilmington Netropolitan Area Planning Council.
- 1. The 0-5 mile area from the SNGS was divided Theinto 45 sec on standard NRC designators for population distributio NNW.
h 2.
The entire portion of the 0-5 mile area in Delaware is included (WIINJCC)in t e Wilmingttpn Netropolitan Area Planning coordination Council'sThis Parcel Land Use System (PLUS).
municipal (cells) population data for the year 1976 and estimated cur-rent for 1980.
l -
Where a cell l
3.
Each'small area, or cell, was assigned to a zone / sector.
was located in more than one zone / sector, its proportional area was allocated to each cell (see Table 5). ,
f -
i
^-2 Dresdner Associates, P.A.
LAND Ll57 & TNvisoNMENT At rosstlttasn
- ~.. ._ _
d METHODOIDCY Mapping of Sector and Zone Designators, 0-10 Miles
Alloway, NJ Langford Creek, MD Ben Davis Point, NJ-DE Little Creek, DE (Kent County)
Middletown, DE Bennetts Pier, DE Newark East, DE Bombay Hook, DE-NJ Bridgeton Quad, NJ Saint Georges, DE Salem, NJ (Salem County)
Canton, NJ-DE Shiloh, NJ Cecilton, DE-MD Claiborne, MD Smyrna, DE Clayton, DE Taylors Bridge, DE-NJ Delaware City, DE-NJ Wilmington South, DE-NJ
- 2. On the mosaic of 7.5' USGS quadrangles, the 0-10 mile rose format was cen -
The rose forr.at consists of a tered at lat. 39 27'46"N, long. 45 32'8"W.
ec-hination of radii and The sectorsceneentric circles
- are centered onwh.ich divide the the 16 compass lo rile points (0 , area
/ into 160 sectors 6
\ 22.5 , 45*, 67.5 , etc.) . The concentric circles are located at one mila intervals.
The resultant. rose format conforms with NRO requi.rer. ants.
Ma -ing of Sector and Zone Desienators,10-50 Miles 5 mile inter-The area 10-50 miles from SNGS was divided into zones at vals.
These zones, forming concentric rings, were subdivided by using the l
16 compass points. The use of this rose format resulted in 128 sector / zones for population distribution.
l 1.
A mosaic of 15' USGS quadrangles to include the entire The following area are the' within USGS quad- a i
50 mile radius of SNGS*was prepared.
I rangles that were used:
I Salisbury, MD Baltimore, MD Washington, DC Narrisburg, PA Newark, NJ Wilmington, DE l
[
Individual state base maps were developed illustrating the sector / zone
[
- 2. These maps conform with the 15' USGS designations for each state. State base maps were supplied ocoposite map but exhibit greater detail.
' by New Jersey, Pennsylvania and Delaware State Offices of Planning, I
while a sureau of the Census map for Maryland was used.-
I Dresdner Associates,P.A.
3-1 taND* UH & INvisONMEN1aL -COMUL1W l
l
~ . ._ _
w DATA SOURCES
- 1. US Bureau of the Census, Population Estimates and Projections, Series P-25, No. 843 New Jersey No. 851 Pennsylvania No. 821 Delaware No. 833 Maryland
- 2. Dept. of Labor and Industry, Population Estimates for New ' Jersey, July 1977.
~
Newark,
- 4. United States Geological Survey - 15 minute quadrangle maps:
NJ; Wilmington, DE: Salisbury, MD; Harrisburg, PA: Baltimore, MD; Washington, DC.
I
- 5. State base maps - New Jersey Pennsylvania; Delaware.
- 6. Bureau of the Census - Maryland - county Subdivisions, Electien Districts and Subdivisions.
- 7. Wilmingten Metropolitan Area Planning Council, Parcel La .o Use Syste ,
Newark, DE, 1976.
A-a Dresdner Associates, P.A.
LAND USF & ENVIRONMINT AL CONSUL 14
. . . - _ _ _ _ . __~- _ _ _ _
/
- /
DISTR 13UT10N OF POPULATION WITHIN 50 M.ILES OF TH SAZZM NUC12AR GENERATING STATION )
Introdvetion- i to
' The purpose of this technical report is to present l findings Nuclear Genera- relat ng l
the distribution (SNGS) of population within 50 miles of the sa emas well aJ
, ting stat ion . d zone" j Population in the 50 mile area is presented in the " sector ian of ;
format set forth in NUREG-0654, Criteria for Preparation and _Evaluat o t of Nuclear Radiological Emergency Response Plan and Preparedness figures of in Suppo Power Plants, January 1980.
(march 1980) , although they are based on US Bureau of CensusSeptember 19 July 1,1977 and Dresdner 7here has beenAssociates' little population surveys conducted change by sector insince and March 1980. Changes that have occurred tend to emphasize d family size, the conserva July 1, 1977.
(high) nature of the population estimate, including decrease i starts.
out-migration in older ecanunities and decline in new hous ng Findinos Table 1
(
-. The distribution. of population by sector and zone is shown onA cumula (0-10 miles) and Table 2 (10-50 miles) .
fellows: Persons /Aere_
Population Estimate.
Zones in Miles 4.2 1,298 1.9 0-5 23,852 7.1 0-10 349,359 7.7 0-20 851,008 f 11.2
' 0-30 2,591,279 15.0 0-40 4,617,767 0-50 ,
ibution of i following theTdistr ules
! The methodology and work sheets used in deriving I
population within 50 miles of the SNGS is in the append x l 1 and 2.
l
\
I Dresdner Asso'ciates, P.A.
uso en a mmowism coswmm l
~' ' ' ' " - ~ -~~,_ _ , ^~PWM-- - - - ' N Mwg p,,
- 1. The 5-10 mile area from the sNcs was divided into on standard NRC designators for population distribution
- maps.
The 45 sec-sector / z tors located in Delaware are ssE, 5, ssw, sw, WsW, W, WWW, NW and NNW.
2 .-
The entire portion of the 5-10 mile area in Delaware is included in This
' WILMAPCO's PLUs program, except for a small section of Eant County.
program presented small area, sub-municipal (cells) population data for the year 1976 and estimated current for 1980.
Where a cell
- 3. Each small area, 6r cell, was assigned to a zone / sector.
was located in more than one zone / sector, its proportional area was i
allocated to each cell (see Table E).
i
- 4. The population of each cell was then proportionately distributed to This t each sone / sector in the 5-10 mile ring in Delaware (see Table E) .
proportional distribution was based on the assumption that population i
This distribution is generally evenly distributed throughout the cell. d was validated by a " windshield" survey, examination of aerial photos an l review of USGS maps.
On the basis of this validation, transfers of l
population from one sector / zone to another (buti within the same ce f popula-were undertaken to account for grossly unequal distribut ons oA tion within a cell. i I
tion of a cell was located in one zone / sector, and the built up port onI located in an adjacent zone / sector. j f population was concentrated in the developable section of the cell.
Distribution of Population, 10-50 Miles, New Jersey The distribution of population within 10-50 miles in New Jersey of SN05 is based on updated Bureau of the Census reports.
/
1.
'Phe 10-50 mile area from SNCS in New Jersey was divided into E, 46ESEsector sones.
The sectors located in New Jersey are N, NNE, NE, ENE and SE. .
l l
2.
The population for the entire portion of the 10-50 mile area in New Jersey is included in the Bureau of the census, F-25 series, Report 0843. This report, entitled Population Estimates and Pro $ections, i contains current estimates of the July 1977 population for all count es, l
incorporated places and active minor civil divisions (MCD's) .
Where a imunielpality was
- 3. Each municipality was assigned a zone / sector. located in m each one (see Table F) .
- 4. The population of each sector / zone was based on the percentage I
i 4
- A-4 Dresdner Associates, P. A.
. LAND USI & ENVIRONMENT AL CONSULT AN
s, . :
' .' )'
, *l l
l TABLE 2 10-50 MILES FROM SNGS, RESIIENT POPULATION DISTRI8tfrION BY 7.ONE AND SECFOR, 7.ONE 35-40 (40)_ 40-45 (45) 45-50 (50) :
20-25 (25)_ 25-10 (30) 30-35 (35)_
10-15 (15)_ 15-20 (20l_
SECTOR _
62,400 52,158 69,474 43,830 67,373 62,976 24.054 431,323 N (A) 14,022 466,085 627,404 114,952 422,449 '
5,061 11,357 11,972 206,137 NME (8) 350,663 297,887 42,450 110,894 5,RIO 3,105 8,545 NE (C) 2,013 21,342 20,832 21,646 23,348 1,776 4,566 4.797 ~
4,001 13,546 ENE (D) 22,550 7,172 8,943 4R,006 2,773 19,416 7,469 12,266 E lE) 11,053 1,417 5,014 7,366 ESE (F) 2,799 9,683
SW (L) 15.072 6,030 1,700 4.018 2,064 2,797 14,232 2,156 33,440 75,123 WSW (N) 1,500 26,751 14.448 11,566 4;100 3,284 15,636 16,205 W (N) 16,266 14,454 10,492 8,114 11,689 4,237 5,460 9,141 17.028 WNW (P) 12,007 11,736 6,428 16,443 23,502 14,758_ 13,5R1 im (Q) 19,202_ 9,151_ 44,094 _
27,787 32,941 914,419 1,112,069 NtM . (R) 15,620 1,017,048 723,223 312,02H 196,423 189,621 TOTAL 129,084 1,740,271 2,026,488 325,507 501,649 WN. TOTAL Dresdner Associates, P.A.
. . . . . m. . . .. . . . en.. .. n n
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- 2. The population estimates for this area are available from Bureau of t eT Census, P-25 series, Report 8821.
Projections, contains current estimates of the July 1977 population (M D's). for all counties, incorporated areas and active' minor civil divisions Much of the Delaware and Maryland population remains unincorporated, meaning that this portion of the populace is represented in the county
[ total only.
l To determine the number of unincorporated people per county, This the tota incorporated population was subtracted from the county total.
portion of the population was then equally allocated, based ) on a per-centage of developed land area for each sector / zone (see Table L .
Where a governmental l t d to
- 3. Each government unit was assigned a sector / zone. unit was each sector or zone.
f areal 4.
The population of each sector / zone was based on the percentage Equal popula- o distribution.for incorporated and unincorporated areas.The total population for each tion distribution was assumed for each.
sector / zone is illustrated by Table M.
Distribution of Population, 10-50 Miles, Maryland _
OS The distribution of population within 10-50 miles in Maryland of SN
- is based on updated Bureau of the Census reports.
. di sector /
2.
The population estimates for this area are available from the BureauThis r of the Census, P-25 series, Report #833. d population estimates for July 1977 for all counties,*. incorporate Much of the Maryland d only in areas and active minor, civil divisions (McD's).
population remains unincorporated and therefore is represente the county totals.
h total To determine the number of unincorporated people per county, l Thiste er-unincorporated population was subtracted (see Table N). from the centage of developed land area for each sector / zone When one of these llocated
- 3. Each governmental unit was assigned a sector / zone. uni to each sector / sone. .
a Dresdner Associates, P.A.
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