ML20134H265
| ML20134H265 | |
| Person / Time | |
|---|---|
| Site: | Braidwood  |
| Issue date: | 08/23/1985 |
| From: | Copeland V COMMONWEALTH EDISON CO., ISHAM, LINCOLN & BEALE |
| To: | Brenner L, Callihan A, Grossman H Atomic Safety and Licensing Board Panel |
| Shared Package | |
| ML20134H256 | List: |
| References | |
| OL, NUDOCS 8508280343 | |
| Download: ML20134H265 (92) | |
Text
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RELATED CORRtavuuzmus
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ISHAM, LINCOLN & BEALE COLNSELORS AT LAW 0 K [O suits no macoungtAve=ur u
- itrian ::F,;;f, '"'"""a '85 M 26 Pl2:24r,gsWrach, o mumo.eute. mse g.geojso August 23,198EFFra U nm a vita n2:e 00CKETmG A SEPyn f BRlNCH Herbert Grossman, Esq., Chairman Lawrence Brenner, Esquire Administrative Law Judge Administrative Law Judge Atomic Safety and Licensing Atomic Safety and Licensing Board Board U.S. Nuclear Regulatory U.S. Nuclear Regulatory Commission Commission Washington, D.C. 20555 Washington, D.C. 20555 Dr. A. Dixon Callihan Dr. Richard F. Cole Administrative Law Judge Administrative Law Judge 102 Oak Lane Atomic Safety and Licensing Oak Ridge, TN 37830 Board U.S. Nuclear Regulatory Commission Washington, D.C. 20555 Ret In the Matter of Commonwealth Edison Company (Draidwood Station, Units 1 and 2, Docket Nos. 50-456 and 50-457)CL-
Dear Administrative Judges:
In accordance with the disclosure requirements of the McGuire decision, Duke Power Co. (William B. McGuire Nuclear Station, Units 1 & 2) ALAB-143, 6 AEC (1973), Commonwealth Edison Company hereby serves on the Licensing Board and the parties the enclosed lotter dated August 23, 1985 from Mr. David Smith of Commonwealth Edison Company to Mr. Harold R. Denton, Director of The Office of Nuclear Reactor Regulation, and the document attached thereto which is entitled, " Evacuation Time Estimates Within the Plume Exposure Pathway Emergency Planning Zone for the Braidwood Nuclear Generating Station", dated August, 1985. Inasmuch as these documents portain to emergency planning for Braidwood Station, they may be rolevant to Rorem Contention 1.
Vory truly yours, Y**1 / w Victor G. Copeland One of the Attornoys for COMMONWEALT!! EDISON COMPANY VGC/mg cc Service List Enclosuro
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- j octeETED ussc 85 AUG 26 P12:22 August 23, 1985
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BRANCH Hr. Harold R. Denton, Director U.S. Nuclear Regulatory Commission Office of Nuclear Reactor Regulation Washington, DC. 20555
Subject:
Braidwood Station Units 1 and 2 Emergency Evacuation Tine Estimates NRC Occket Nos. 50-456 and 50-437 References (a) August 29, 1980 letter from L. Ce1 George to 0.G. Eisenhot Dost Mr. Dantent This letter provides information regarding the emergency plan for $raidwood Station. Review of this information should help class Part A cutstanding Item 6 of the Braidwood SER.
Reference (a) provided preliminar for both the Byron and Braidwood Stations.y evacuation time studies A detailed study for Braidwood Station has been completed in conjunction with the preparation of off-site emergency plans. Attachment A to that letter is the report of tnia atudy.
There are three Alreas of Attachment A which are currently being completed. They will be added to the report and we expect the report will be reissued by the late September 1985. We contemplate making no changes to information in Attachmenk A when the report is reiasued. The arena yet to be completed are:
- 1. Review and approval by local officials.
- 2. Evacuation time estimates for specific special facilities (Saotion 6.2).
- 3. Mai:siing the evacuation time of local special events (Section 6.3).
Based on current information, we do not expect the results for areas 2 and 3 to affect the overall evacuation times for the genersi publio.
)
-2.
A drart of the public information brochure prepared to satisfy the requirements of 10 CF'R 50.47(b)(7) is provided as Attachment hi to this letter. This draft is very slmilar to the Orochutes which have been used for the last four yours for our other nuclear generating stations. Unless other arrangements are mace, we will provide the final version of thi's brochure to the NRC at the some time it is distributed to the public in October, 1985 The bruchure is a subject of the licensing hearings to be held in October, 1985. While this proceeding may necessitate changes, they are not anticipated before the public distribution in October.
Please contact this office if there are additional questions.
One signed original and fifteen copies of this letter and the attachments are proviced for your review. One of these fifteen is being forwarded to Jan Stevens, of your staf f, by expedited mail.
,truly you s, s
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David H. Smith DHS/kij 034FK 4 8 i .-
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PRhtlMINkRY euuno commsromres **8%ED
'e5 Aug 25 gg;g, l EVACUATION TIME ESTIMATESQjg;L t
WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE l FOR THE 1
BRAIDWOOD NUCLEAR GENERATING STATION f
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COMMONWEALTH EDISON COMPANY i AUGUST 1985 l
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PRELIMINARY EVACUATION TIME ESTIMATES l
WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE l
l FOR THE BRAIDWOOD NUCLEAR GENERATING STATION \
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COMMONWEALTH EDISON COMPANY AUGUST 1985 i
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PRELIMINARY 1
EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION TABLE OF CONTENTS Section Title Page 1 INTRODUCTION. .. . . . . . . . . . . . . . . . . . . . . . . 1-1 1.1 PURPOSE. .. ........ .... ..... . . . . . 1-1 1.2
SUMMARY
. . . . . . . . . . . . . . . . . . . . . . . . . 1-3 1.3 SCOPE. . . . . . . . . . . . . . . . . . . . . . . . . . 1-5 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS. . . . . . . 2-1 2.1 EVACUATION STUDY AREAS . . . . . . . . . . . . . . . . . 2-1 2.2 PRIMARY EVACUATION ZONES . . . . . . . . . . . . . . . . 2-1 2.3 EVACUATION SCENARIOS . .. .. ..... ... ..... . 2-2 3 DEMOGRAPHIC AND VEHICLE DATA . . . . . . . . . . . . . . . . . . 3-1 3.1 SUMMER SEASON POPULATION DATA. . . . . . . . . . . . . . 3-4 3.1.1 Summer Daytime Data . . . . . . . . . . . . . . . 3-4 3.1.2 Summer Nighttime Data . . . . . . . . . . . . . . 3-4 3.2 WINTER SEASON POPULATION DATA. . . . . . . . . . . . . . 3-5 3.2.1 Winter Daytime Data . . . . . . . . . . . . . . . 3-5 3.2.2 Winter Nighttime Data . . . . . . . . . . . . . . 3-5 3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA . . . . 3-6 3.4 SPECIAL EVENTS POPULATIONS . .. .. . .... . . . . . 3-7 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS. . . . . . 4-1 4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES . . . . . . 4-1 4.1.1 Evacuation Time Estimates Methodology. . . . . 4-2 4.1.2 Public Response Times and Network Loading Rates. . . . . . . . . . . . . . . . . 4-4 i
i PRELIMINARY TABLE OF CONTENTS (Cont)
Section Title Page 4.1.3 Assumptions Used in Developing the Evacuation Time Estimates . . . . . . . . . . . . . . . . 4-7 4.2 SELECTED SPECIAL FACILITIES EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS. . . . . . . . . . ..... . 4-10 i 4.3 SPECIAL EVENT EVACUATION TIME ESTIMATES METHODOLOGY AND ASSUMPTIONS. . . . . . . . . . . . . . . . . . . . . 4-11 5 EVACUATION ROAD NETWORK DESCRIPTION. . . . . . . . . . . . . . 5-1 5.1 ROAD NETWORK DEFINITION. .. . . . . . . . . . . . . . . 5-1 5.2 ROAD CAPACITIES AND CLASSIFICATIONS. . ..... . . . . 5-2 6 EVACUATION TIME ESTIMATES. . . . . . . . . . . . . . . . . . . 6-1 6.1 GENERAL PUBLIC EVACUATION TIMES. . . . . . . . . . . . . 6-1 6.2 SELECTED SPECIAL FACILITIES EVACUATION TIMES . . . . . . 6-3 6.3 SPECIAL EVENTS EVACUATION TIMES. . . . . . . . . . . . . 6-4 6.4 EVACUATION CONFIRMATION TIMES. ........ . . . . . 6-5 7 CONCLUSIONS AND RECOMMENDATIONS. . . . . . . . . . . . . . . . 7-1
7.1 CONCLUSION
S. . . . . . . . . . . . . . . . . . . . . . . 7-1 7.2 RECOMMENDATIONS. .................... . 7-3 REFERENCES. . . . . ............. . ... . . . . . . . R-1 APPENDICES A - NETVAC2 DESCRIPTION 5 - EVACUATION NETWORK H0DE IDENTIFICATION C - NETVAC2 COMPUTER OUTPUT 11
PRELIMINARY LIST OF TABLES Table Title 1-1 Evacuation Time Estimates - General Public Evacuation Times 2-1 Local Communities by Evacuation Study Area 3-1 Demographic and Vehicle Data by Evacuation Study Area 3-2 Camps and Recreation Areas Within the Emergency Planning Zone 3-3 Major Employers Within the Emergency Planning Zone 3-4 Schools Within the Emergency Planning Zone 3-5 Health Care Facilities and Motels Within the Emergency Planning Zone 4-1 Public Response Time Estimates 6-1 Summary of Evacuation Time Estimates - Summer 6-2 Summary of Evacuation Time Estimates - Winter 6-3 Selected Special Facilities Ivacuation Times 6-4 Evacuation Confirmation Times by Primary Evacuation Zone iii
PRELIMINARY LIST OF FIGURES Figure Title 1-1 Braidwood Station Site Vicinity 2-1 Evacuation Study Areas 3-1 Permanent Population Distribution by Compass Sector 3-2 Permanent Vehicle Distribution by Compass Sector 3-3 Population Distribution by Compass Sector - Summer Day 3-4 Vehicle Distribution by Compass Sector - Summer Day 3-5 Population Distribution by Compass Sector - Summer Night 3-6 Vehicle Distribution by Compass Sector - Summer Night 3-7 Population Distribution by Compass Sector - Winter Day 3-8 Vehicle Distribution by Compass Sector - Winter Day 3-9 Population Distribution by Compass Sector - Winter Night 3-10 Vehicle Distribution by Compass Sector - Winter Night 3-11 Special Facilities - Schools 3-12 Major Employers 3-13 Transient Population-Camps, Recreation Areas, and Other Special Facilities 4-1 Public Response Time Estimates 5-1 Braidwood Nuclear Generating Station Evacuation Road Network 7-1 Locations of Potential Queuing iv
PRELIMINARY d
SECTION 1 4
INTRODUCTION This study presents evacuation time estimates for those portions of Illinois within the Plume Exposure Pathway Emergency Planning Zone (EPZ).
for the Braidwood Nuclear Generating Station, hereafter referred to as Braidwood Station. The Braidwood Station is located near and directly south of. Braidwood, Illinois. The Braidwood Station EPZ includes portions of Will, Grundy, and Kankakee Counties. Figure 1-1 presents a map of the Braidwood Station site vicinity.
1.1 PURPOSE This evacuation time estimate study has been developed by the Commonwealth Edison company (Ceco) to support the State of Illinois Plan for Radiological Accidents (IPRA), Braidwood Volume VII, Revision 0, 8-85, and Commonwealth Edison's Generating Stations' Emergency Plan, Braidwood Annex. The primary purpose of this evacuation time estimate study is to assese the relative feasibility of evacuation for the Braidwood Station EPZ.
The study identifies the approximate time frame associated with evacuation based on a detailed consideration of the EPZ's roadway network and population distribution. It is important to note that this study presents representative time frames for a range of seasonal, diurnal, and weather conditions for the evacuation of various areas around the Braidwood Station once a decision has been made to evacuate.
1-1
PRELIMINARY The Braidwood Volume of IPRA is the detailed emergency operations pl'an
'for the Braidwood Station EPZ. Braidwood IPRA Standard Operating Procedures (SOP) 7-SOP-8, 7-SOP-9, and 7-SOP-10 provide the specific instructions for the implementation ,of evacuation as a protective response action.
1-2
PRELIMINARY 1.2
SUMMARY
s The evacuation time estimates presented in this study were developed using the NETVAC2 traffic simulation computer model. Detailed site-i specific evacuation road network and vehicle data and public response time distributions were used in NETVAC2 to determine evacuation time estimates. For each of ten primary evacuation zones, evacuation time estimates for the general population within the Braidwood Station EPZ were developed for eight combinations of conditions: summer and winter seasons; daytime and nighttime; and normal and adverse weather. Results of the general population evacuation time estimates for these eighty scenarios, rounded to the nearest minute, are summarized in Table 1-1.
The computer analyses indicate that summer and winter evacuation time estimates are similar. Table 1-1 shows that for normal weather conditions in summer and winter, the general population evacuation time estimates for the full EPZ range from 177 minutes during the day to 114 minutes at night. In adverse weather, these time estimates range from 211 minutes during the day to 136 minutes for night time scenarios.
Evacuation time estimates for the general population were also prepared i for various other evacuation scenarios in the 0-2, 0-5, and 0-10 mile l
evacuation zones. Summer and winter normal weather 0-2 mile evacuation time estimates range from 176 minutes during the day to 88 minutes at l night. Adverse weather condition evacuation time estimates for 0-2 miles for the same time periods are 209 minutes during the day and I
! 92 minutes at night.
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PRELIMINARY The 0-5 mile estimates are slightly longer for some scenarios, primarily due to the larger number of vehicles in the 0-5 mile zones. Normal weather conditions result in a range of 176 to 177 minutes for the day to 88 to 114 minutes at night. The 0-5 mile adverse weather estimates range from 209 to 211 minutes during the day to 92 to 136 minutes at night.
In normal weather conditions, the evacuation times for the 0-10 mile primary evacuation zones range from 176 to 177 minutes during the day to 114 minutes at night. The adverse weather condition time estimates range from 209 to 211 minutes for daytime to 136 minutes for nighttime scenarios.
< It is important to note that, due to the favorable roadway capacity to population ratio, these evacuation time estimates are relatively insensitive to changes in population. An increase of 50 percent in the summer daytime transient population results in an increase of only 3 minutes for the evacuation time estimate in the full EPZ summer day normal weather scenario.
The evacuation study has been prepared in close coordination with the
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State of Illinois Emergency Se rvices and Disaster Agency (ESDA) personnel responsible for the preparation of the Braidwood Volume of IPRA.
1-4
PRELIMINARY 1.3 SCOPE This study was prepared pursuant to the recommendations of NUREG-0654/ FEMA-REP-1, Rev. 11, Appendix 4, Evacuation Time Estimates within the Plume $xposurePathwayEm'rgencyPlanningZone,thecurrent regulatory guidance for preparing evacuation time estimates. Section 2 presents the evacuation study areas and evacuation scenarios. Section 3 discusses the various demographic and vehicle data utilized in this study. Section 4 presents the evacuation time estimate methodology and assumptions for both the general population and the special facilities.
Section 5 is a description of the evacuation road network. Section 6 presents the evacuation time estimates. Section 7 presents the conclusions and recommendations of this study.
4 1-5
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I'RELIMlllARY TABLE 1-1 ,
EVAC'lAT10Il TIME ESTIMATES CENERAL PUBLIC EVACUATsoll TIMES (1)
Summerf 31 Primary Daytime stiehttime Daytime Winterf41 Evacuation Zone (21 Jeoreal Adverse lloreal Adverse Niehttime Normal Adverse Normal Adverse 0-2 mIIe A,8 176 209 88 92 176 209 88 92 0-5 mile A,B,C 177 21'1 '114 136 177 211 114 136 0-5 mi1e A,B,D 176 209 88 92 176 20; 88 92 0-5 mile A,B,E 176 209 88 92 176 209 88 92 0-5 mile A,B,F -176 209 114 136 176 209 114 136. -
0-10 mile A-F,G 177 211 114 136 177 211 114 136 0-10 mile A-F,H 176 209 114
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136 176 209 114 136 0-10 mile A-F,1 176 209 114 136 176 209 114 136 0-10 mile A-F,J 176 209 114 136 176 209 114 136 Full EPZ A-J(5) 177 211 114 136 177 211 114 136 NOTES:
(1) Times have been rounded to nearest minute.
(2) See Figure 2-1 for evacuation study area locations.
(3) As discussed in Section 3.1.
(4) As discussed in Section 3.2.
(5) Full EPZ A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev.1 analysis analyses.
verifles the appropriateness of the selection of the primary evactes t ion zone bounda ries used in the other This 1 of 1
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SECTION 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS i
j 2.1 EVACUATION STUDY AREAS The area studied for potential evacuation is the Plume Exposure Pathway Emergency Planning Zone (EPZ) for the Braidwood Station. For the purposes of this study, several evacuation study areas were defined within the EPZ. The study areas for the evacuation of the EPZ approximate the 0-2 mile, 2-5 mile, and 5-10 mile sector groupings suggested in NUREG-0654/ FEMA-REP-1, Rev. 1, Appendix 4.
Figure 2-1 identifies the ten evacuation study areas. Table 2-1 identifies the locations of these ten study areas and the local communities contained within each study area.
l 2-1
PRELIMINARY 2.2 PRIMARY EVACUATION ZONES To facilitate . preparation of realistic evacuation time estimates, the evacuation study areas were grouped into ten primary evacuation zones.
These primary evacuation zones' have been designated as follows:
. 0-2 miles, Evacuation Study Areas A and B
. 0-5' miles, Evacuation Study Areas A,B'and C
. 0-5 miles, Evacuation Study Areas A,B and D
. 0-5 miles, Evacuation Study Areas A,B and E
. 0-5 miles, Evacuation Study Areas A,B and F
. 0-10 miles, Evacuation Study Areas A through F and G
. 0-10 miles, Evacuation Study Areas A through F and H j'
0-10 miles, Evacuation Study Areas A through F and I
- . . 0-10 miles, Evacuation Study Areas A through F and J
. Full EPZ, Evacuation Study Areas A through J. (Full EPZ A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev. 1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses.)
I 2-2
PRELIMINARY Evacuation time estimates have been developed for each of these primary evacuation zones for the conditions discussed in the fonowing sections.
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n' PRELIMINARY 2.3 EVACUATION SCENARIOS ;
i Evacuation scenarios were developed to simulate evacuation conditions established by the combination of primary evacuation zones with a specified season, time of the day, and weather condition during which an evacuation may be necessary. There are ten primary evacuation zones, two seasons (summer and winter), two time considerations (daytime and nighttime), and two weather conditions (normal and adverse). Therefore, a total of eighty evacuation scenarios have been considered in this e'vacuation time estimate study.
2.3.1 Seasonal and Diurnal Parameters Section 3 describes demographic data in detail. The following paragraphs summarize this description.
The summer season attracts additional visiting and transient populations to the area of Braidwood Station, principally as vacationers at the l recreation facilities. Therefore, the summer daytime scenarios have j
included the permanent resident, daytime employee, and visiting or transient populations and applicable special facilities populations.
The summer nighttime scenarios have included the permanent resident, nighttime employee,_ and applicable overnight transient and special I facilities populations.
The winter daytime scenarios have included the permanent resident,
- daytime-employee, school district, and applicable transient and special facilities populations. The winter nighttime scenarios have included I
i 2-4
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PRELIMINARY i
the permanent resident, nighttime employee, and applicable transient and special facilities populations. These baseline evacuation scenarios represent weekday conditions because they occur most frequently.
12.3.2 Weather Parameters i
Normal and adverse weather conditions have also been considered. For the purposes of this study, adverse weather conditions are assumed to
! reduce -road capacity to 80 percent of normal weather capacity, and I.
include conditions that may impair visibility and/or' traction, such as i
light snow, icing, rain, or fog.
Transportation studiess and the opinions of recognized traffic experts 8 indicate that such conditions can reduce road capacity to 76-92 percent of normal weather capacity. Review of the Braidwood area meteorology reveals that these weather conditions are encountered about 10 percent l.
( of the time.7 It is important to note that this study does not suggest that
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evacuations will or should occur under all adverse weather conditions.
i Under certain extremely adverse weather conditions where evacuation may L
be infeasible, the alternative protective action of sheltering would be recommended.s l
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PRELIMINARY TABLE 2-1 LOCAL COMMUNITIES BY EVACUATION STUDY AREA I _
Study .
Evacuation Area County Area (1) Local Communities
'0-2 Miles- Will A Braidwood Twp., Braidwood, Godley North Grundy (Braidwood Nuclear Generating Station) 0-2 Miles Will B Braceville, Reed Twp., Godley South Grundy (Braidwood Nuclear Generating Station) 2-5 Miles Will C Braidwood Twp., Wilmington, Northeast Custer Park
- 2-5 Miles Will _ D Reed Twp., Essex Twp., Essex Southeast Kankakee 2-5 Miles Will E Reed Twp., Essex Twp., Braceville Southwest Grundy Twp., Gardner, South Wilmington, Kankakee. East Brooklyn 2-5 Miles Will F Braceville-Twp., Diamond, Northwest 'Grundy Coal City, Carbon Hill 5-10 Miles Will G Wilmington Twp., Wesley Twp.,
Northeast Grundy Florence Twp.
5-10 Miles Will .
H Wesley Twp., Salina Twp., Essex Southeast Kankakee Twp., Reddick, Union Hill 5-10 Miles Grundy I Greenfield Twp., Garfield Twp.,
Southwest Kankakee Goodfarm Twp.
5-10 Miles Grundy J Maine Twp., Mazon Twp., Mazon, Felix
! Northwest Twp., Wauponsee Twp., Goose Lake Twp.
t NOTE:
t (1) See' Figure 2-1 for Study Area Identification.
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PRELIMINARY SECTION 3 DEMOGRAPHIC AND VEHICLE DATA Demographic data for this study was derived from the official 1980 census data.9 Additional'information has been provided from field survey work, by State of Illinois Emergency Services and Disaster Agency (ESDA) personnel and from communications with Will, Grundy, and Kankakee County officials. The vehicle data were derived from the demographic data and the average number of persons per household in Will, Grundy, and Kankakee Counties. The study assumes one vehicle per household.
The number of registered vehicles in Will, Grundy, and Kankakee Counties supports this assumption.
Figures 3-1 through 3-10 present specific population and vehicle data by compass sector and distance from the Braidwcod Station for various seasonal and diurnal conditions. As dicussed in Section 1.2, the evacuation time estimates are relatively insensitive to changes in population.
This study identifies 28,096 permanent residents within the evacuation study areas. The permanent resident population is comprised of 27,730 persons who reside within a 10-mile radius of Braidwood Station (including the communities of Mazon, Reddick, and Union Hill) plus an additional 366 persons who reside beyond 10 miles from Braidwood Station, but who are within the Braidwood EPZ. Figures 3-1 and 3-2 present the permanent (resident) population and vehicle data by compass sector and distance. Tables 3-2 through 3-5 present various transient and special facilities pcpulations. For the purpose of this study, as 3-1
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PRELIMINARY required by NUREG 0654, Appendix 4, special facilities are those institutions or other population concentrations which are transportation-dependent or may have other special concerns. Transient (non-resident) and special facilities populations include, as applicable, recreation areas, major employers, schools, health care facilities, and motels. Schools are shown on Figure 3-11. Figure 3-12 identifies the locations of major employers. Health care facilities, recreation areas, and other similar facilities within the EPZ are shown on Figure 3-13.
The summer daytime period represents the period of greatest population.
This study identifies a summer daytime population of 41,525 persons.
- This figure was derived by adding the number of employee, transient, and
. applicable special facilities populations to the permanent resident population. The summer daytime period also has the greatest number of vehicles due to the increase in transients. The Summer nighttime population of 32,224 includes the permanent resident, nighttime employee, overnight transient, and applicable special facilities populations.
I This study identifies a winter daytime population of 41,610, which l
l includes the permanent resident, daytime employee, applicable transient and special facilities populations. The winter nighttime population of 29,734 is comprised of the permanent resident, nighttime employee, and applicable transient and special facilities populations, and is the period with the lowest number of both individuals and vehicles.
i i 3-2
PRELIMINARY Table 3-1 summarizes the population and vehicle data by seasonal period for each of the evacuation study areas. This population data does not include short term special events such as the Fourth of July. These special evepts are discussed in Section 3.4.
NUREG 0654, Appendix 4, recommends that the public transport-dependent population be considered. There are no public transportation systems in the Braidwood Station EPZ. Accordingly, this recommendation is not applicable. .
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I PRELIMINARY 3.1 SUMMER SEASON POPULATION DATA 4
l The summer season, as defined by this study, extends from about Memorial Day weekend through Labor Day weekend. There is a significant population influx during this season. The specific population combinations are discussed in the following sections.
3.1.1 Summer Daytime Data Summer daytime populations include recreational areas transients (e.g.,
campers and boaters, see Table 3-2), and applicable other special facilities (see Table 3-5), in addition to the employee (see Table 3-3) and permanent resident populations. Figures 3-3 and 3-4 present this data by compass sector for population and vehicles, respectively.
3.1.2 Summer Nighttime Data The summer nighttime populations include overnight transients (e.g.,
applicable camps, see Table 3-2), and other special facilities populations (see Table 3-5), in addition to the nighttime employee (see Table 3-3) and permanent resident populations. Figures 3-5 and 3-6 present this data by compass sector for population and vehicles, respectively.
Y 3-4 i I
I PRELIMINARY 3.2 WINTER SEASON POPULATION DATA The winter season, as defined by this study, extends from about Labor Day through Memorial Day. This season includes the non-tourist months when schools are in session.' The specific population combinations are discussed in the following sections.
3.2.1 Winter Daytime Data Winter daytime populations include permanent residents, applicable camps and recreational facilities (see Table 3-2), school enrollments (see Table 3-4), employees (see Table 3-3), and other special facilities (see Table 3-5). The winter daytime populations and vehicle data are shown by compass sector on Figures 3-7 and 3-8, respectively.
3.2.2 Winter Nighttime Data Winter nighttime populations include applicable overnight recreational area transients (see Table 3-2), and other special facilities (see Table 3-5) in addition to employee night shift populations (see Table 3--
- 3) and permanent residents. The winter nighttime populations and corresponding vehicle data ar'e shown by compass sector on Figures 3-9 and 3-10, respectively.
a 3-5
- I l
PRELIMINARY 3.3 TRAINSIENT AhD SPECIAL FACILITIES POPULATION DATA For the purpose of this study, as required by NUREG 0654, Appendix 4, special facilities are those institutions or other population concentrations which are transportation-dependent or may have other special concerns. Transient and special facilities include, as applicable, recreation areas, major employers, schools, health care facilities and motels. Population data for these facilities are shown on Tables 3-2, 3-3, 3-4, and 3-5, respectively.
The location of schools within the EPZ are identified on Figure 3-11.
Figure 3-12 identifies the locations of major employers. Health care facilities, recreation areas, and other similar facilities within'the EPZ are identified on Figure 3-13.
4 1
3-6
.. . _ = - - - _ . - - _ . _
PRELIMINARY 3.4 SPECIAL EVENTS POPULATIONS The Special Event populations associated with infrequent short-term activities or special events were identified. Included as a special Event in this study is a special evacuation sensitivity analysis of transient populations at the recreation areas within the EPZ on a summer holiday to determine the sensitivity of the evacuation time estimates to recreation area populations.
To generate the population data for the special evacuation sensitivity analysis of transient populations at recreation areas, the transient population data for the camps and recreation areas within the EPZ, as identified in Table 3-2, were increased by 50 percent.
The Special Event populations were added to the applicable permanent resident, enployee, transient, and special facilities populations. The results of these Special Event analyses are presented in Section 6.3.
3-7
~ m . r- _
m PRELIMINARY TABLE 3-1 DEMOGRAPHIC AND VEHICLE DATA BY EVACUATION STUDY AREA (1)
Summerf21 Winterf31 Evacuation Daytime Nichttime Daytime Nichttime Study Area Populationf4) Vehiclesf51 Populationf41 Vehiclesf51 Populationf41 Vehiclesf51 Populationf51 Vehiclesf5)
A 8,672 4,034 4,692 2,040 8,423 3,723 4,682 2,037 8 2,797 1,304 1,792 646 2,380 1,041 1,677 589 C 7,758 3,002 6,953 2,571 7,764 2,476 5,428 1,974 D 520 179 490 166 582 185 480 163 E 2,905 1,019 2,620 903 3,081 956 2,330 806 F 6,202 2,221 5,792 2,017 7,682 2,367 5,772 2,010 G 5.788 2,003 4,598 1,601 5,558 1,890 4,558 1,580 H 1,323 449 1,323 449 1,629 498 1,323 449 i 576 187 576 187 576 187 576 187 J 4,985 1,944 3,389 1,186 3,936 1,535 2,909 1,039 NOTES:
(1) Data derived f rom the offical 1980 census data and field survey work as discussed in Section 3.
(2) Refer to Section 3.1 for description of summer population combinations.
(3) Refer to Section 3.2 for description of winter population combinations.
(4) Data derived from Tables 3-2, 3-3, 3-4, and 3 -5 and Figures 3-1, 3-3, 3-5, 3-7, and 3-9.
(5) Data derived from Tables 3-2, 3-3, 3-4, and 3-5 and assumptions in Sections 4.1.3. The data are presented on l Figures 3-2, 3-4, 3-6, 3-8, and 3-10.
l l
1 of 1
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PRELIMINARY TABLE 3-2 CAMPS AND RECREATION AREAS WilHIN THE EMERGENCY PLANNING ZONE (1)
Facility Di rection/ Study T rans ient No.(21 Mile Area Facility Nasr.e Periods of Operation Population s
Ra.y Night 1 N/7-10 C Des Plaines Conservation Area Summer / Day and Night 685 20 l Winter / Day and Night 250 20 2 NNW/8-10 J Coose Lake Prairie State Park Summe r/ Day 1000 0 Wi nte r/ Day 100 0 3 E/8-10 G Kankakee River State Park Summer / Day and Night 80 80 Winter / Day and Night 40 40 4 SSW/O-1 B Chicago Beagle Club Summer / Day and Night 180 20 Winter / Day and Night 180 20 5 NE/2-3 A Braidwood Recreation Club Summer / Day and Night 1500 20 Winter / Day and Night 40 10 6 SSE/2-3 B South Wilmington Sportsmen's Club Summer / Day and Night 600 125 Winter / Day and Night 40 10 7 N/3-4 C Area #1 Outdoor Club Summer / Day and Night 100 40 Winter / Day and Night 20 10 8 NNE/3-4 C Wilmington Recreation Club Summer / Day and Night 300 10 Winter / Day and Night 20 10 9 S/3-4 D Ponderosa Sportsmen's Club Summe r/ Day 20 0 Winte r/ Day 20 0 10 SSW/4-5 E Sauth Wilmington Firemen's Beach Summer / Day and Night 500 300 and Park Club Winter / Day and Night 40 10 11 NNE/4-5 C Will County Sportsmen's Club Summer / Day and Night 145 10 Winter / Day and Night 20 10 12 NNE/4-5 C Fossil Rock Recreation Club Summer / Day and Night 150 150 Winter / Day and Night 25 25 l 13 NNW/5-6 J CECO Employee's Recreation Association Summer / Day and Night 450 300 50 Winter / Day and Night 10 1 of 3 1r
- - - -x 1 x i s <
PRELIMINARY TABLE 3-2 (Cont)
Facility Direction / Study T ra ns ient Mile A re a Facility Name Periods of Operation Population l No.f2) pay Night 4 14 hNW/5-6 F Coal City Area Club Summer / Day and Night 300 30 Winter / Day and Night 40 10 15 NNW/7-8 J Dresden Lakes Fishing Kamp Summer / Day and Night 45 10 Winter / Day and Night 45 10 16 NW/8-9 J Rainbow Council Reservation Boy Summer / Day and Night 200 200 Scouts of America Winter / Day and Night 40 40 17 NNW/8-9 J Coose Lake Association Summer / Day and Night 40 40 Winter / Day and Night 40 10 18 N/4-5 C Lake Point Club Summer / Day and Night 1080 1080 Winter / Day and Night 60 60 19 N/9-10 C J.Y.C. Ma ri na Summer / Day and Night 180 60 Winter / Day and Night 180 10 20 E/1-2 B Bra idwood Fai rways Golf Course Summe r/ Day 60 0 Wi nte r/ Day 40 0 21 NE/5-6 C Wilmington Island Park District Summe r/ Day 100 0 Wi n te r/ Day 50 0 22 E/5-6 C isaac Walton League Summer / Day and Night 20 20 Winter / Day and Night 10 10 23 C Ponderosa Camping Area Summer / Day and Night 10 10 NNE/4-5 Winter / Day and Night 10 10 24 S/4-5 D Sun Recreation Club Summer / Day and Night 20 20 Winter / Day and Night 10 10 25 S/3-4 D Joi tet Braidwood Hunting Club Summe r/ Day 10 0 Winter / Day 10 0 26 ENE/1-2 A Braidwood Dunes and Savannah Summe r/ Day (3) 0 Fo rest Pre se rve Wi n te r/ Day (3) 0 27 NE/6-7 G Forsythe Woods Summer / Day and Night 20 20 Winter / Day and Night 20 20 2 of 3
. PRELIMINARY TABLE 3-2 (Cont)
Fccility Di rection/ Study Transient No.f21 Mile A rea Facility Name Periods of Operation Populption Qay Night C Crow's Nest Club Summe r/ Day 10 0 28 NE/3-4 Winte r/ Day 10 0 29 NE/3-4 C New Lenox Sportsmen's Club Summer / Day and Night 300 300 (
10 and Recreation Winter / Day and Night 10 30 SW/1-2 B Godley Park District Summer / Day and Night (4) (4)
Winter / Day and Night (4) (4) i NOTES:
(1) This i nfo rma tion provided by State of Illinois ESDA personnel responsible for the development Information is based on data available as of July 1985.
of IPRA, B ra idwood As discussed in Section 1, the -
Volume Vil ( see Reference 8).
evacuation time estimates are relatively insensitive to changes in population.
(2) See Figure 3-13 for facility locations.
(3) Occasional use only.
(4) Kev facility; no data currently available.
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PRELIMINARY TA8LE 3-3 MAJOR EMPLOYERS WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction / Study No. of Encloyeesf31 No.f21 Mile Area Name of Employerf 41 Dn Nteht 41 NW/4-5 F DeMert ac Daugherty, Inc. 80 10 42 NE/6-7 C Pe rsona l Products Co. 300 150 43 Center AarB Braidwood Station - Unit 1 Operation 100 100 44 SW/6-7 E Brownie Specia l Products Co. 25 0 45 SE/2-3 B Production Training Center 330 20 46 SE/3-4 C Tammen Treeberry Farm 15 0 47 NNW/9-10 J Operator Training Services 120 20 Gene ra l Electric Company 48 NNW/9-10 J Mo rri s Ope ra t ion Gene ra l Electric Company 57 7 49 SW/5-6 E Indicator Lites, Inc. 30 0 50 NE/5-6 C Precision Components, Inc. 63 30 51 NW/3-4 F Bowers Siemon Chemical Company 14 0 52 NW/3-4 F E.W.R., Inc. 35 0 53 WNW/3-4 F Witt and Associates 15 0 54 NW/10-11 J Collins Generating Station 225 35 55 W/10-11 J Coils, Inc. 75 4 56 NNE/10-11 C Uniroyal-Joliet Army Ammunitions Plant 300 15 57 NE/S-9 G HoneyweIi 150 30 58 NNW/9-10 J AP Green Refractories Company 16 0 1 of 2
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PQELIMINARY TABLE 3-4 SCHOOLS WITHIN THE EMERGENCY PLANNING ZONE (1)
Faci 1ity Di rect lon/ Study ;
No. (3) Mile Area Name of School No. of Students / Staff f31 61 NNE/1-2 A Braidwood Grade School 500/35 62 NNE/1-2 A Braidwood Middle School 250/24 63 NE/1-2 A Reed-Custer High School 370/32 64 WSW/2-3 B Braceville Grade School 148/15 65 NW/4-5 F Coal City Elementary School 677/57 66 NW/4-5 F Coal City Middle School 388/34 67 NW/4-5 F Coal City High School 480/57 68 SSE/4-5 D Essex Elementa ry School 66/6 69 SSW/5-6 E South Wilmington Consolidated Elementa ry 121/11 70 SW/5-6 E Ca rdner Elementa ry School 229/14 l
71 SW/5-6 E Cardner-South Wilmington Township High School 235/26 l
72 E/5-6 G Custer Pa rk Elementa ry School 180/18 73 NE/5-6 C Bruning Elementa ry School 234/22 74 NE/6-7 C L.J. Stevens Middle School 384/36 75 NE/6-7 C Wilmington High School 499/54 76 NE/6-7 C St. Rose School 217/20 77 NE/6-7 C Booth Central School 470/36 78 NW/4-5 F United Methodist Day Care Center 30/9 79 NE/6-7 C Grace Lutheran Church Pre-School 60/4 80 S/10-11 H Reddick High School 74/20 81 S/10-11 H Reddick Elementary 200/12 82 W/10-11 J Mazon Elementa ry/J r. High School 190/17 83 W/10-11 J Mazon-Verona-Kinsman High School 180/24 NOTES:
(1) Information is based on the data available as or July 1985. As discussed in Section 1, the evacuation time estimates are relatively insensitive to changes in population.
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PRELIMINARY TABLE 3-5 HEALTH CARE FACILITIES AND MOTELS WITHIN THE EMERCENCY PLANNING ZONE (1)
Resident / Staff Population Facility Di rect ion / Study No.f21 Mlle A rea Facility Name M Nicht 92 NW/4-5 F Campbell House Senior Center 30/5 0 93 NE/5-6 C Royal Willow Nursing Care Center 140/35 40/8 94 NE/5-6 C Murphy's Motel 34 34 95 NNE/1-2 A Rossi's Motel 32 32 96 NNW/1-2 A Sands Motel 32 32 97 NNW/1-2 A Braidwood Inn Motel 96 96 j 98 SW/5-6 E Southeastern Grundy County 25/5 0 i Senior Citizen Center !
1 NOTES:
(1) This informa tion was provided Information by State of Illinois ESDA personnel responsible for the development of IPRA, Braidwood is based on data available as of July 1985. As discussed in Section 1, the Volume Vil ( see Reference 8).
evacuation time estimates are relatively insensitive to changes in population.
(2) See Figure 3-13 for facility locations, l
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l 1448 3530 N 2454 NNw 44 NME 133 3095
- 134 0 SS gg NW
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' *Represente 27.730 permanent residents W ' O O E within 10 miles of Braidwood Stattan
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- Pl us 366 located within the E72 beyond es 0 wtw Est 10 miles 40 0 sw 38 saw a g Sat 0 Im6E nasius FIGURE 3-1 PERMANENT POPULATION DISTRIBUTION BY COMPASS SECTOR
. - _ _ _ - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ . _ _ _ . - _ _ _ _ J
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F u 497 1223 N 850 NNw 13 NME
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- Represents 9576 permanent resident g
2 vehicles within 10 miles of Braidwood Station plus 98 located within the w . 0 0 l E EPZ beyond 10 miles Is 0 wtw 14 0 0 O O SW St SSW g sSE 0 luett AADIUS FIGURE 3-2 PERMANENT VEHICLE DISTRIBUTION BY COMPASS SECTOR
6250 5574 3736 NNw 224 NNE 205 47, 3M 4566 g274 0 8077 NW 00 NE S75 495 327 335 g 265 122 44 2SO IS7 43 734 235 8082 22 349 S26 375 ,
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- Represents 27.730 permanent residents within 10 miles of Srsidwood Station
- l C 0 1E plus 366 located within the EP2 beyond
" 02 0 'I *1188 wtw 40 0 00 0 0 Sw SE SSw 5 8II 0 lM4E RA0sL'3 FIGURE 3-3 POPULATION DISTRIBUTION BY COMPASS SECTOR-SUMMER DAY
- _ _ _ _ _ _ _ _ _ _ _ . _ _. _ _. J
3 211 2007 1306 NIsW "
103 ISS 4 1797 427 o 3083 I mW 20 NE 262 229 136 ggg 72 42 15 104
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88 989 Ils 360 007 WNW 135 489 ENE 589 80 202 19
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SOS 9 407 17 58 SSW 108 SSE 425 g 553 276 0 2 IM 0 0 em i 0 tous B -S IM 31000s 3380 Seel le,342 8 SSSI 7441' NNW " seNE NW IIII 2 26 WNW e o E"E *Represente 9576 permanent resident 2 8
- vehicles within 10 miles of 3reldwood Stetton plue 981peated within the W 0 0 : g EPZ beyond 10 miles 2g 0 WSW 44 0 0 0 0 ,,
SW SSW g SSE 01IS4LE RADIUS FIGURE 3-4 VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER DAY numtu m -
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NNW N NNE NW 6 3* ?S wNw ENE
- Represents 27.730 permanent residents w o 0 lE within 10 miles of traidwood Station plus 366 located within the E72 beyond wSw ESE 10 miles 40t 0 Sw 0 0 ,S SSW g SSE 0 luiLE 9A01US FIGURE 3-5 POPUL ATION DISTRIBUTION BY CO.MP, ASS SECTOR-SUMMER NIGHT
IS13 N 1020 1333 NNw 43 NME 38
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$$w 10 8 ggg 479 8 315 243 0 2 tN 0 8 IN 0-10 w 23m 0 80 0H 1740 8837 11,708' 4097 5939' NNW N NNE Nw NE g til 26 wNw I O gng *Represente 9576 permanent resident 2 I " vehittee within 10 miles of Breldwood Sterion pies 98 located within the w I O O lE EFZ beyond 10 milee
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- as wtw e40 0 Sw St S8w g SSE 0 IGHLtAA0lWS FIGURE 3-6 VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER NIGHT
r 4973 4014 III4 NNW 307 NNE 205 309 2ts 374 0 test 58 gg
$146 Nw 335 D 327
,e IOS 12 2 48 250 Ig7 107 754 25 ISS 42 404 300 524 62 5 ENE 2593 1904 349wNw - - 92
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33 0' SS tot 940 WSW 1830 III 243 307 332 2S 036 237 30 92 29 19 19 18 40 267 SS $4 i, 11 8 j SW 33 SE i' 00I 3 013 Si 189 35W 623 SSE 1438 g HI 1093 08m 06W 0 -* 0 m 25m S eC ui 7743 19.993 48.41B 12.210 28.SS/
NNW N ggg NW $3 M PS wNw 4 0 ENE *ltepresents 27.730 permanent residents S 4 , within 10 miles of 3raidwood Station plus 366 located within the EF2 beyond W I 0 0 l g 10 mitee
" 02 0
- W9W 402 O III SW SE SSW g SSE 0 lW6LE 1140 u8 FIGURE 3-7 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER DAY l
2771 IS36 N 10$7 NNW ISO NNE 109 4 #
72 1990 127 0 2778 Nw 20 NE 229 242 6
I 12 42 IS I84 22 263 GS g 34 116 88 20 1223 g,g WNW 29 'II 672 ENE g
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3516 7655 14,0S0 4889 7225 NNw N ggg NW ga g NE 2 26 .
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- Represents 9$76 permanent resident vehicles within 10 alles of Braidwood W I O O (g Station plus 98 located within the
, % EPZ beyond 10 miles etw e40 tit 0
tw St Ste g SSE 0*Ilsatt ma0aWS FIGURE 3-8 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER DAY l
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2t48 3429 N 2S58 NNw g4 NNt 55 24 ISS 4074 '
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,w 88 Nt 18 135 se 32F 809 122 4e ISO l
ISF gg 756 37 349 526 ell 2337 www gg See 92 I
56 2S 1350 8692 304 440 00 50 62 ,,g 38 se tt 992 to 274 13 42 ll 3 298 a de 10 22 C 02 1208 w e64 40 27 179 34 69 27 11 3 0 13 28 22 377 309 140 14 7 121 t 1957 i 0 ISS 0 17 00 W 24 gio t4 So k 24 19 17 0 9 25 25 53 34 89 29 9 8 Si los 3 04 wSw 1264 ,g g 4 t$t F77 333 ygg to 13 25
$0 92 II 69 19 IS 40 el gg so He SW 33 88 2424 297 II St 188 SSw 347 $$t 110 9 8 789 717 0 2 m. 0 s mi 0 icui 2 5 mi 8 *0 mi 3032 134St 29.734 9425 14.2 7 I NNw N NNE Nw M s $34 ts
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- Represents 27.730 permanent residents a g
% # within 10 miles of Breldwood Stetton w 0 plus 366 located within the 1F2 beyond 0 t 10 n!!es
" ~
j 02 0 wSw '
40 0 Sw St SSw g 982 0 tmat nosus FIGURE 3-9 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT
i j
k 1133 1205 90 3 NNw gg Nut 35 4 33 1453 04 0 2 50 Nw 20 gg i94 62 72 6 I 32 42 IS 44 l
60 g, , 243 118 86 20 "'
let sf WNw 135 407 ENE I8 474 889 106 14e 30 28 '3' S2I el 350 3 95 60 4 14 m I' 0 100 37 7 2 6 y 0 4 410 m 300 12 S 8 4 3 Il 42 18 0 13 0 6 12 9 10 7 44 49 41 E 390 75 0 84 CS 0 3 12 g 9 73 2 00 g, gy
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142 258 180 l
02m 06m 0 sous 20W 0 so me 1740 9100 10,084' 3500 0734' NNw N NNt NW Nt 2 Ol' 24 t 0 *Represente 9576 permanent resident
'"' "E 2 i vehtelee within to alles of Breldwood
% # Stetton plus 98 located within the w i 0 0 I g EFZ beyond 10 miles l
wtw to 0' 14 0 C
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SECTION 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS
{ This section presents the methodology and assumptions used to develop the evacuation time estimates for the general population. Additionally, the methodology and assumptions used in a separate assessment for selected special facilities as required by NUREG 0654, Appendix 4, are presented.
4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES For the purposes of developing evacuation time estimates, the general population is comprised of the permanent population, transients, and special facilities populations appropriate for each of the particular evacuation scenarios. The general pcpulation evacuation time estimates are presented in Section 6.1.
The general population evacuation time estimates were calculated using the NETVAC2 computerized traffic simulation modela which has been developed to simulate the traffic flow over a transportation network during an evacuation. As input for the evacuation time estimates, this model utilizes site specific road network and vehicle data, as well as public notification and mobilization times.
4-1
PRELIMINARY
\
4.1.1 Evacuation Time Estimates Methodology The NETVAC2 model has been developed primarily for calculating the evacuation times for areas around nuclear power facilities. This model i simulates the flow of' traffic from entry nodes, where tha vehicles enter the road network, to the exit nodes located outside the EPZ boundary, where the vehicles leave the network. The model uses the Highway Capacity Manual 3 equations and revisions contained in the Interim Material on Highway Capacity
- to calculate the capacity of the road network. In addition, vehicle speeds on the road network are computed using the inverse linear relationship between speed and density presented in the Highway Capacity Manual. The NETVAC2 model has been extensively used for other evacuation studies similar to the Braidwood Study, and the results in those other studies have been favorably reviewed by the appropriate local, State and Federal authorities.
The NETVAC2 model allows a detailed evacuation road network to be analyzed by utilizing an area specific data base, which includes link (road segment) length, lane width, number of lanes, node (intersection, point of entry, or point of exit) approach width, shoulder width, traffic controls, signal timing, turning lanes, and direction of turns.
This data is used to determine road network capacity and direction of traffic flow. The evacuation road network is discussed in Section 5.
Additional input data is used by the model to derive vehicle loading rates for each primary evace ton zone. Vehicles are entered at specific points (nodes) on the network and their loading rates varied 4-2
~.
PRELIMINARY with time. Therefore, the vehicle loading rate is tailored to match actual population centers and time distributions of the public's response to notification. This notification response was approximated by a probability distribution of the public's reaction time during an evacuation and is discussed in detail in Section 4.1.2.
NETVAC2 also uses dynamic route choice, which means that vehicle turning movements at individual intersections are changed with traffic conditions to reduce the number of vehicles that have turned onto a congested roadway. Appendix A discusses the NETVAC2 Model in greater detail.
i i
4-3
l'HEl.!MINAkV 4.1.2 l'ublic Henpun .c Times and Netwot k I.o.uling Halen The range and variation of public eaction to evacuation notificatnon were doncribed by a probability distribution of senponse Limos. Thin response time distribution was derived by combining the respont.e time distributions for several smaller components or events of the public response to the evacuation notification process. These components are 1 as follows:
- Receive Warning, the time period between the activation of the prompt public notification system and the receipt by the public of the message to evacuate
. Leave _ Work, the time period required for employees to leave work and travel to their vehicles:
. 7,Iag,1_from Work _ to j ome, the time period required to drive from work to' homes and ,
e Prepare Home for Evacuation, the time period required to gather essential belongings and prepare home for absence.
Total mobilization times were determined by combining these components for each evacuation scenario. The range and average public response times for each of the above events are shown in Table 4-1.
A normal distribution was assumed for the time span of these individual components. Normal distribution represents the situation in which most 4-4 t
i
_ _ __ __-____.__ _ _ _.,____ _ _ __.,______ _ ___m, , _ _ , _
PRELIMINARY persons respond in the average time for a given event, while fewer individuals respond earlier and later than the average time. Therefore, the cumulative probability distribution of each of these components is an,"S" shaped curve. The curves were derived by using standard mathematical techniques based on NUREG-0654/ FEMA-REP-1, Rev. 11, Appendix 4, recommendations. Figure 4-1 presents the distribution curves used for this study. Nighttime curves have been derived by combining two components: Receive Warning and Prepare Home for Evacuation. Daytime curves were derived by combining four components:
Receive Warning, Leave Work, Travel Home, and Prepare Home for Evacuation. The cumulative distribution of these different components, when combined, has an "S" shaped curve similar to the curves for the individual components, and represents the spectrum of public response times.
These public response time curves were used to determine the rate and time for vehicle loading onto the evacuation road network. These curves provide information on the percentage of people leaving their homes within specific periods of time. Vehicles were loaded onto the evacuation roadway network using the percentage and times outlined in the public response time curves.
It should be noted that during the course of developing these public response times, this study assessed the employment center shut down times for the major employers in the EPZ as listed in Tabic 3-3. Of the 18 employers listed, 17 have shut down times of 60 minutes or less. The 45
L PRELIMINARY remaining esployer has indicated a shut-down time of 90 minutes.
However, this facility is only operational during the day.
Since the response times of the major employers are well within the cumulative public response time for all evacuation scenarios, no modification of the public response curves because of the employment center shut down times is necessary or appropriate.
46
PRELIMINARY 4.1.3 Assumptions Used in Developing the Evacuation Time Estimates
- The prompt public notification system, which utilizes sirens, will be used. (Based on this system, the time to notify essentially 100 percent of the full EPZ population has been estimated to be 15 minutes.)
- Evacuation network roads will be passable.
- Persons within the EPZ, when instructed to evacuate, will leave.
- People in the outer primary evacuation zones will not evacuate when an inner primary evacuation zone is the only zone recommended to be evacuated.
- Adequate transportation will be available for summer camps.
- Evacuation of health care facilities, recreation areas, and other special facilities will occur simultaneously with the general population.
- Traffic rules and controls will be obeyed, and only the proper travel lane will be used (not shoulders or opposing flow lanes).
Traffic lights will be functioning normally or traffic control
_ officers will be stationed at the location of nonfunctioning traffic lights.
l
- i. - No major traffic will be on the road network prior to the start of l
an evacuation.
4-7 l
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PRELIMINARY
- .hppropriate traffic and access control pcints will be manned.
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- Roadway capacities will be reduced to 80 percent of normal weather' capacity during adverse weather.s,s Adverse weather conditions are those that may impair visibility and/or traction such as light snow, icing, rain, or fog.
- Private vehicles will be the primary mode of evacuation.
- only one vehicle per household will be used in an evacuation.
(There are 2.87 persons per household, based on an average of people per household in townships entirely or partially within the EPZ.te)
- one vehicle per two visitors at clubs will.be used in an evacuation.
- One vehicle per employee at major employers will be used in an evacuation with the exception of the Braidwood Unit 2 construction force for which an occupancy factor of 1.5 employees per vehicle is used.
- Boats will moor and the necupants will then evacuate by car with one vehicle allotted per boat.
- one vehicle per campsite at recreational campgrounds will be used for evacuation. (This assumes 3.3 people per vehicle as this is the Illinois State average number of people per family.s)
- People without vehicles will receive rides from either neighbors or designated public service vehicles in accordance with the standard 4-8
PRELIMINARY Operating Procedures contained in IPRA - Braidwood Volume VII.
(Since there are no public transportation systems in the Braidwood Statien EPZ, residents without vehicles would have developed some transportation options for general daily use and movements.
Additionally, Standard Operating Procedure 7-SOP-8 of IPRA-Braidwood, Volume VIIs has a number of mechanisms for providing transportation assistance to individuals and/or groups during an emergency. IPRA-Braidwood Volume VII also has in place 7-SOP-12 by f
which a Mobility Impaired Transportation List for the Braidwood I
station EPZ has been developed and is maintained by Will, Grundy, and Kankakee County officials so as to be available during an emergency.)
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4-9 h
PRELIMINARY 4.2 -SELECTED SPECIAL FACILITIES EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS i
+
THIS SECTION WILL BE SUBMITTED IN' SEPTEMBER 1985.
j 6
1 4-10
PRELIMINARY
[
L 4.3 SPECIAL EVENT EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS l
The evacuation time estimates for the special event analyses as defined in Section 3.4 were calculated using the NETVAC2 computerized traffic simulation modela discussed in Section 4.1.
4-11
PRELIMINARY TABLE 4-1 PUBLIC RESPONSE TIME ESTIl;ATES(1)
Average Time Range of Component for, Component Times (minutes)(2) (Hinutes)(3)
Receive Warning 7.5 0-15
- Leave Work'*) 15 0-30 Travel Home(48 Normal Weather 30 0-60 Adverse Weather (58 45 0-90 Prepare Home for 30 0-60 Evacuation NOTES
(1) (Later)
(2) This range implies that sane people will initiate the identified event within the lower range of the component times while others will initiate the event within the upper range of the component times.
(3) See Figure 4-1 for public response distribution curves.
(4) Daytime evacuation scenarios only.
(5) Based on a reduced adverse weather road capacity factor of 0.8.
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PRELIMINARY SECTION 5 EVACUATION ROAD NETWORK DESCRIPTION 1
5.1 ROAD NETWORK DEFINITION The series of roads designated to evacuate the Plume Exposure Pathway Emergency Planning Zone (EPZ) is called the evacuation road network.
The network includes major arterials and collector roads. The major intersections have been assigned numbers as nodes in the network. The road segments between these nodes are called links.
Figure 5-1 illustrates the series of links and nodes that represent the evacuation road network for the Braidwood Station EPZ. Appendix B presents the location of each node by identifying the names of the roads that intersect at that node. The evacuation road network exit nodes, which are located outside the Braidwood Station EPZ, have been numbered in the 800's.
This evacuation road network has been derived from official Illinois Department of Transportation maps and has been field verified by road data collection. The evacuation network has been favorably reviewed by Will, Grundy, and Kankakee County and State of Illinois ESDA officials.
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5-1 I
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PRELIMINARY 5.2 ROAD CAPACITIES AND CLASSIFICATIONS The NETVAC2 model used field data, such as road widths and travel speeds, to calculate the capacity of each of the links and nodes in the evacuation network.' The specific capacities and classifications of each road and intersection in the evacuation network are presented in Appendix C. The majority of the roads in this study have been classified as rural undivided highways, with a few limited access expressways and two lane roads.
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PRELIMINARY SECTION 6 EVACUATION TIME ESTIMATES 6.1 GENERAL PUBLIC EVACUATION TIMES Evacuation time estimates for the general public, including mobilization and travel times, were calculated using the NETVAC2 model for the various combinations of the ten evacuation study areas that have been discussed in Section 2. Each of the ten primary evacuation zones was analyzed for the various population combinations associated with summer and winter, day and night times, and normal and adverse weather conditions. Thus, a total of eighty evacuation scenarios was considered i in this evacuation time estimate study. Tables 6-1 and 6-2 present the evacuation time estimates for these NETVAC2 calculations for each primary evacuation zone. The NETVAC 2 model results show that the summer and winter evacuation time estimates for all primary evacuation zones do not differ significantly. Under normal weather conditions, evacuation of the full EPZ takes 177 minutes for the daytime scenario and 114 minutes for the I nighttime scenario. For adverse weather conditions, the evacuation time estimates are 211 minutes during the day, and 1J6 minutes at night for the full EPZ scenario. l During normal weather conditions, the evacuation tir.ies for the 0-10 mile i evacuation zones range from 176 to 177 minutes during the daytime to l l 114 minutes for the nighttime condition. The adverse weather time l 6-1 l i
PRELIMINARY estimates range from 209 to 211 minutes during the day and 136 minutes during the night.
.e ..
The evacuation time estimates for the four 0-5 mile evacuation zones in normal weather for the daytime range from 176 to 177 minutes and for the nighttime evacuation range from 88 to 114 minutes. The adverse weather condition evacuation time estimates for the four 0-5 mile evacuation zones during the day range from 209 to 211 minutes, and at night range from 92 to 136 minutes. The evacuation time estimates in normal weather for the 0-2 mile evacuation rone are 176 minutes for the daytime and 88 minutes at night. During adverse weather, evacuation time estimates for the 0-2 mile zone are 209 minutes during the day and 92 minutes at night. For the eighty baseline evacuation scenarios, the NETVAC2 model results indicate that there would be some traffic queuing (back up) on the evacuation road network. However, the total ' times estimated for evacuation are only slightly longer than the total public response time in all cases. 6-2
PRELIMINARY 6.2 SELECTED SPECIAL FACILITIES EVACUATION TIMES !- t h e THIS SECTION WILL BE SUBMITTED IN SEPTEMBER 1985 4 1 4 i. i 4 h 4 2 I ' t 6-3 1
- - . _ _ _ . _ . ~ - , . _. _ . - , , . . , _ . _ , _ _ _ _ _ .
. , _ _ , _ _ - - _ . - _ _ _ . . _ . . _ _ . , . ~ . _ , _ _ , , _ . , _ _ _ _ . _ . . _ _ _ _ _ _ , _ _ _ . _ _ _ _ _ . , _ .
PRELIMINARY 6.3 SPECIAL EVENTS EVACUATION TIMES Special Event evacuation. times were analyzed for evacuation sensitivity analysis of transient populations at the recreation areas within the EPZ on a summer holiday to determine the sensitivity of the evacuation times estimate to recreation areas populations, as discussed in Section 3.4. The results of the special evacuation sensitivity analysis of transient populations at the recreation areas within the EPZ produced an evacuation time of 180 minutes, which is only 3 minutes longer than the estimated evacuation time for the full EPZ summer day, normal weather general population scenario. It is important to note that, due to the favorable roadway capacity to population ratio, the evacuation time estimates are relatively insensitive to changes in population. l 6-4
l PRELIMINARY 6.4 EVACUATION CONFIRMATION TIMES Evacuation confirmation time, as defined by NUREG 0654, is the time required for emergency service vehicles to traverse the roads within the primary evacuation zones to confirm that all persons desiring to evacuate have done so. The evacuation confirmation times have been estimated by assun:ing that emergency service vehicles will drive the evacuated areas, road by road, at 6 miles per hour. This speed allows for the effective use of public address systems. This speed is about twice the walking speed of an adult.tt Based upon discussions with State of Illinois ESDA personnel, at least 15 vehicles are expected to be available for confirmation of evacuation. The time estimates for evacuation conf'irmation are presented in Table 6-4. i l l l l l l 6-5 i n _._, - - , , _ - - - , .
PRELIMINARY TABLE 6-1
SUMMARY
OF EVACUATION TIME ESTIMATES SUMMER Genera l Public Evacuation Times fainutesif31 Population (21 Vehicles Daytime Nichttime Primary Evacuation Zone (1) Daytime Nichttime Daytime Nichttime No rma l Adve rse No rma l Adverse 0-2 mile A,8 11.469 6,484 5,338 2,686 176 209 88 92 0-5 mi1e A,B,c 19,227 13,437 8,340 5,257 177 211 114 136 0-5 mile A,B,D 11,989 6,974 5,517 2,852 176 209 88 92 0-5 mile A,B,E 14,374 9,104 6,357 3,589 176 209 88 92-0-5 mile A,B,F 17,671 12,276 7,559 4,703 176 209 114 136 0-10 mile A-F,G 34,642 26,937 13,762 9,944 177 211 114 136 0-10 mile A-F,H 30,177 23,662 12,208 8,792 176 209 114 136 0-10 mile A-F,1 29,430 22,915 11,946 8,530 176 209 114 136 0-10 mile A-F,J 33,839 25,728 13,703 9,529 176 209 114 136 Full EPZ A-J(4) 41,525 32,224 16,342 11,766 177 211 114 136 NOTES: (1) See Figure 2-1 for evacuation study area locations. (2) Population is composed of permanerit population and applicable transient and special facilities populations as discussed in Section 3.1. (3) All times have been rounded to nearest minute. ,(4) Full EPZ A-J scena rio is ana lyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1. This analysis verifles the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses. 1 of 1
PRELIMINARY TABLE 6-2
SUMMARY
OF EVACUATION TIME ESTIMATES WINTER Gene ra l Public Evacuation Times (minutes)(3) Population i21 Vehicles Davtime Nichttime Primary Evacuation No rma l Adve rse No rma l Adverse Zone (1) Daytime Nichttime Daytime Nichttime 10,803 6,359 4,764 2,626 176 209 88 92 0-2 mile A,B 18,567 11,787 7,240 4,600 177 211 114 136 0-5 mile A,B,C 11,385 6,839 4,949 2,789 176 209 88 92 l 0-5 mile A,B,D 13,884 8,689 5,720 3,432 176 209 88 92 l 0-5 mile A,B,E 18,485 12,131 7,131 4,636 176 209 114 136 0-5 mile A,B,F 35,470 24,927 12,638 9,159 177 211 114, 136 0-10 mile A-F,G 31,541 21,692 11,246 8,028 176 209 114 136 l 0-10 mile A-F,H 30,488 20,945 10,935 7,766 176 209 114 136 0-10 mile A-F,1 33,848 23,278 12,283 8,618 176 209 114 136 0-10 mile A-F,J 41,611 29,734 14,858 10,83R 177 211 114 136 Full E PZ A-J( 4 ) NOTES: (1) See Figure 2-1 for evacuation study area locations. (2) Population is composed of permanent population and applicable transient and special facilities populations as discussed in Section 3.2. (3) All times have been rounded to nearest minute. This analysis (4) Full EPA A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1. verifies the appropriateness of the selection of the prima ry evacuation zone boundaries used in the other ana lyses. 1 of 1
p1ii i PRELIMINARY
. TABLE 6-3 SELECTED SPECIAL FACILITIES EVACUATION TIMES THIS TABLE WILL BF. SUBMITTED IN SEPTEMBER 1985 1 of 1
I PRELIMINARY TABLE 6-4 EVACUATION CONFIRMATION TIMES BY PRIMARY EVACUATION ZONE (1) Primary Evacuation Zone (2) Evacuation Confirmation Time (3) 0-2 mile A, B 20 0-5 mile A, B, C 40 0-5 mile A, B, D 30 0-5 mile A, B, E 40 0-5 mile A, B, F 35 0-10 mile A-F, G 160 0-10 mile A-F, H 160
'0-10 mile A-F, I 150 0-10 mile A-F, J 155 Full EPZ A-J(4) 350 NOTES:
(1) Evacuation confirmation times are required by NUREG-0654, Appendix 4. (2) See Figure 2-1 for evacuation study area locations which comprise the primary evacuation zones. (3) Evacuation confirmation times have been rounded to the nearest minute. (4) Full EPZ A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev. 1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses. 1 of 1
- i. . . . . l
PRELIMINARY SECTION 7 CONCLUSIONS AND RECOMMENDATIONS 7.1 CONCLt!SIONS Based upon this evacuation time estimate study, the entire population within the Plume Exposure Pathway Emergency Planning Zone (EPZ) for Braidwood Station (including the general public and special facilities) could be evacuated in 3 to 4 hours in most situations. The longest daytime evacuation time estimate for the EPZ in normal weather is 177 minutes; the longest daytime adverse weather evacuation time estimate for the EPZ is 211 minutes. The longest nighttime evacuation time estimate fpr the EPZ in normal weather is 114 minutes; the longest nighttime adverse weather evacuation time estimate for the EPZ is 136 minutes. Given the distribution of public response times used in loading vehicles onto the evacuation network, the evacuation time estimates for the eighty-baseline evacuation scenarios are only slightly longer than the total public response time plus the travel time necessary to drive out of the EPZ unde. normal and adverse weather conditions. It should be noted, however, that i,r two of the 0-5 mile evacuation zones (A,B,C, and A,B,F), the evacuation time estimates for all nighttime scenarios are longer than the corresponding evacuation time estimates for the two other 0-5 mile evacuation zones. The two evacuation zones with the longer evacuation time estimates involve principally the Coal City and Wilmington areas. 7-1
PRELIMINARY 4 The- NETVAC2 model results indicate that traffic queuing does occur in Coal City at the intersection of Route 113 (Division Street) and Broadway for all evacuation scenarios involving this area. Model - E results also indicate traffic queuing along Route 53 in the vicinity of Wilmington. This traffic queuing is due to the relatively large number of vehicles entering the evacuation road network in the vicinity of both Coal City and Wilmington in a relatively short time period. In addition, in all daytime scenarios, traffic queuing has been predicted along Route 53 northeast of Braidwood Station near the intersection of Route 113 in Braidwood, and along Route 53 southwest of Braidwood Station in Gardner as shown on Figure 7-1. This quauing results primar'ily from the traffic congestion associated with the Braidwood Unit 2 construction (daytime only) work force at Braidwood Station. However, this situation will be alleviated in 1988, when the Braidwood Station construction workforce will be withdrawn. No traffic queuing at theus locations has been predicted for any of the nighttime scenarios when there is no significant Unit 2 construction workforce at Braidwood Station. 7-2 I
PRELIMINARY 7.2 RECOMMENDATIONS As discussed in Section 7.1, the results of the evacuation time estimate study predict that the evacuation times are only slightly longer than the total public response time plus the time necessary to drive out of the EPZ. Thus, special traffic control measures will not significantly reduce the overall predicted evacuation times. However, special traffic control measures could be considered to alleviate the potential traffic predicted at the following points of congestion:
. Intersections of Route 53 and Route 113 in Braidwood and Route 53 and Strip Mine Road in Wilmington
. Intersections of Route 53 and South Wilmington Road, Campus Road, and Route 129 in Gardner
. Along Route 53 and other appropriate points in Wilmington
. Intersection of Route 113 and Broadway or other appropriate points in Coal City During the finalization of the Traffic and Access control Standard Operating Procedure for IPRA, Braidwood Volume VII, Commonwealth Edison will make available to State of Illinois and local ESDA officials the services of Stone & Webster Engineering Corporation to assist as requested in the implementation of the above recommendations.
7-3
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PRELIMINARY REFERENCES
- 1. Criteria for Preparation and Evaluation of Radiological Emergency
[ Response Plans and Preparedness in' Support of Nuclear Power Plants, NUREG 0654/ FEMA-REP-1, Rev. 1, Appendix 4, U.S. Nuclear Regulatory Commission and Federal Emergency Management Agency, November 1980. , 2. NETVAC2, A State of the Art Computer-Evacuation Simulation Model, f User's Manual, HMM Associates, Waltham, MA, 1980.
- 3. Highway Capacity Manual, Highway Research Board, Special Report 87, Highway Research Board of the Division of Engineering and Industrial Research, National Academy of Sciences - National Research Council, Washington, DC, 1965. .
- 4. Interim Material on Highway Capacity, Transportation Research Board,'
. Circular 212, 1980.
- 5. The Environmental Influence _of Rain on Freeway Capacity, Transportation Research Board, Highway Research Record No. 321, 1970.
- 6. . Testimony of Dr. Thomas Urbanik II. on League and Daare/ Safe Consolidated Emergency Planning Contentions 2(c), 2(e), and 2(k) before the Atomic Safety and Licensing Board, in the matter of Commonwealth Edison Company (Byron Station, Units 1 and 2), Docket Nos. 50-454, 50-455.
- 7. Local Climatological Data-1976, Peoria, Illinois, U.S. Department of Commerce, National Oceanic and Atmospheric Administration.
- 8. Illinois Plan for Radiological Accidents (IPRA), Braidwood Volume
.VII, Revision 0, 8-85.'
- 9. Braidwood ER-OLS Population Tables, Sargent & Lundy, Inc. As amended July 1983 (Based on U.S. Bureau of the census, Census of Population and Housing, Summary Characteristics for Governmental Units, PHC 80-3-15, 1982 and Subsequent Field Survey Data).
- , 10. U.S. Bureau of the Census, Census of Population and Housing, Provisional Estimates of Social, Economic, and Housing
-Characteristics, PHC 80-51-1, March 1982.
l1 11. Transportation and Traffic Engineering Handbook, The Institute of I Transportation Engineers, 1976. R-1 ___._______________.__..-___.-..m. _ _ _ _ _ _ _ _ _ - . _ _ _ . . - _ _
APPENDIX A NETVAC2 DESCRIPTION A-1
APPENDIX A l NETVAC2 DESCRIPTION This Appendix describes the general structure of the NETVAC2 Model and three of its major features: the dynamic route selection, the priority treatment of flow at unsignalized intersections, and the capacity I calculation. General Structure NETVAC2 is organized in four basic units (procedures): the main program, the data procedure, the preprocessor, and the simulator. This section briefly explains the functions of each of these units. The main program controls the entire execution. It starts by calling on the data procedure, -which reads in the data and execution-instructions, then calls in the preprocessor, which performs. some preliminary capacity calculations. Next, the main program controls the simulation itself and the reporting of the network conditions at specified intervals including the plotting. This program also controls the rest of the reports and the length of the simulation by terminating the program once the network is empty (or after a specified time). The data procedure reads in the network, the parameters and the options to be used in the run. This subroutine uses a special list processing l technique to store the network; the link list is stored with both I forward and backward pointers. In other words, all the links pointing into and out of any given node can be easily identified at any moment i A-2
during the simulation. This list processing technique is one of the keys to the model's computational efficiency. On request, the data procedure performs a set of checks on the network to ensure connectivity and validity. It also performs a set of checks on the input data to identify coding errors. It is expected that these checks would be performed only once for each site studied. If errors are found, the routine keeps scanning the network until it has been completely checked and the run is then terminated. The data procedure also produces a set of warnings if unlikely (but possible) situations i l are encountered. The processor procedure converts the physical description of each link into measures of capacity, speed and density. For each specified type of link, the preprocessor computes two types of capacity:
. section capacity - which is the capacity along the link regardless of downstream intersection restrictions; and
. approach capacity - which is the capacity of the link to handle vehicles approaching the downstream intersection.
Section capacities are associated with highway sections whereas the traffic flow through intersections is controlled by the approach capacity. NETVAC2 computes both capacities since they serve different purposes. The section capacity serves as an upper bound on the flow that can move along a link, restricting the number of vehicles that will A-3
reach the intersection during a simulation interval and the number of vehicles that can be loaded onto a link from the intersection. The approach capacity, nn the other hand, limits the number of cars that can actually move through the intersection. Vehicles that reach the 1 intersection but cannot move through it are assigned to a queue. The NETVAC2 simulator includes two separate procedures, the link pass i and the node pass. The link pass handles the flow on the links while the node pass handles the transfer of flow from link to link. Dynamic Route Selection NETVAC2 does not use a pre-specified set of turning movements at each intersections instead, the turning movements are determined at each simulation interval as a function of the changing traffic conditions and direction of the links. Drivers approaching an intersection are assumed to make a choice of outbound (away from the intersection) links based on how fast this outbound link can get them to safety. This, in turn, is a function of the direction of the outbound links (away from the nuclear plant or hazard area) and the traffic conditions on the outbound links. The route selection procedure used in NETVAC2 reflects the two
' above-mentioned choice criteria through a user-supplied " preference factor" which is specified for each link and the speeds on each of the outbound links. To facilitate the explanation of the route choice mechanism, let PF denote the preference factor for the j-th outbound link at some intersection. In other words, the relative 'a priori' A-4
preference of link j is PF jk xPF where k the sum gees over all the links emanating out of the node under consideration (including j). The choice probability, or the share of drivers choosing an outbound link j out of i a given intersection at (simulated) time t, P (t), is determined as a function of the preference factors and the speeds on all the outbound links are: PF x U (t) j(') " E PFk x U (t) where U)(t) is the speed on link j at time t. Note that driver behavior during an evacuation is assumed to be myopic in that only information regarding the immediate outbound links at each intersection is assumed to influence route choice decisions. Also note that the are P)(t)s computed for each incoming link separately due to turning prohibitions i from some links into some other links (a reference to the incoming link was omitted from the notation of the choice probability for clarity of exposition). The Priority Treatment Even under evacuation conditions, it can be expected that traffic from certain links approaching an unsignalized intersection would have the right of way over incoming traffic from lower priority approaches. Since it is not clear that such priority would correspond to the existing intersection controls, the input to NETVAC2 includes a A-5
user-specified link priority parameter. This is a binary parameter indicating primary or secondary priority of a link. The volume of vehicles being processed (at every intersection and at each simulation interval) and transferred from inbound to outbound links is subject to several constraints which determine the effective capacity of the intersection. During the simulation, traffic coming in from all i primary priority links is assigned to the intersection first, subject I only to the intersection capacity constraints. Lower priority traffic, on the other hand, is restricted by both the capacity of the l intersection and the effect of the higher priority traffic. I The capacity of the secondary priority approaches is a function of the gap acceptance behavior of the minor approach drivers and the headway distribution in the primary approaches' flow. To model the capacity of secondary priority approaches, a capacity allocation problem procedure , is utilized. The secondary priority approaches emit traffic only under one of the following conditions: first, if there is residual intersection capacity from the primary priority traffic, flow can be emitted into the intersection from the secondary priority road subject to the residual capacity constraint. Second, if the residual capacity 4 is zero, NETVAC2 provides some small capacity for the lower priority approaches to allow for " sneak-in" effects. Note that the priority treatment applies only to unsignalized intersections and that both types of approaches (primary and secondary A-6
I priority) are treated identically in the model in all respects except for the added constraint on the flow from secondary priority approaches. Capacity Calculations l The capacity of a transportation facility is the maximum flow that can gc, through the facility. NETVAC2 determines capacity in two stages: l first, the preprocessor assigns a section capacity and an approach capacity to each link in the network. Second, approach capacities are updated throughout the simulation depending on the conditions at certain points in the simulation. The capacity calculations are based on the Highway Research Board's Highway Capacity Manual (HCM). Following this reference, the section , capacity is calculated in the preprocessor for links with and without physical separation between opposing directions while the approach capacity is calculated as a function of the physical conditions (width, parking, turning pockets, etc.), environmental conditions (area type, peak hour and load factors), traffic characteristics (traffic mix and percentage of turning movements), and approach type. Derivations of these calculations are outlined in the users manual for the model. As mentioned before, the approach capacities calculated in the preprocessor are not the actual bounds on the flow. NETVAC2 adjusts the l approach capacity continuously in order to reflect the changing vehicular movements resulting from the dynamic route selection. The A-7
capacity of the i.th approach coming into an intersection at simulation interval t, C g( t) is given by: C (t) = C x AL(t) x AR(t) where C is the standard capacity of link i calculated by the preprocessor and AL(t) and AR(t) are the correction factors for left and right turning movements, respectively. These correction factors are a l function of the percent of turning traffic, the approach width, and parking allowance, as suggested by the HCM. These factors do not apply when the turning traffic is using special turning lanes or turning pockets. A-8
PRELIMINARY r A APPENDIX B l EVACUATION NETWORK NODE IDENTIFICATION l l B-1 4
E PRELIMINARY APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION Node Location 1* State Route 113 and Route 2320 3 Route 113 W and entrance to Route 55 N 4* Dewey Street and Division Street 7 Route 113 (Division Street) and Broadway , 9 Route 113 (Division Street) and Carbon Hill Road 1 10* Carbon Hill Road, McArdle Street, Seventh Street, and Rathburn Street 11* Broadway and McArdel Road 13 Route 113 (Division Street) and Gorman Street (Route 10) 14 Route 113 and Route 6 (Higgins Street) 16* Higgins Street and Route 6 18* North Street in Eileen 19* County Route 18 and Route 19 20* County Route 18 at EPZ 22 Route 113W and Berta Road 23* Peart Road and Goose Lake Road 24 Pine Bluff Road and Goose Lake Road 25 Pine Bluff Road (County Route 19) and Jugtown Road 26* Entrance to Visitor's Center of Goose Lake Prairie State Natural Area and Jugtown Road 31 Route 113 and On Ramps to Route 55 32 On and Off Ramps to Route IS5N l 33* On and Off Ramps to Route I55S B-2
t-PRELIMINARY APPENDIX B (Cont) Node Location 35* FAS 304 and entrance to Des Plaines Conservation Area 36 State Route 53 and FAS 304 (216**W and 307**S) 37 State Route 53 S and FAS 304 (311 ') 40 Frontage Road (west of Route 55) and Blodgett Road 42* Blodgett Road and road along Will/Grundy County Line 44* Route 113 W and West River Road l l 45* Route 113 and Essex Road 46* Route 113 and Route 53 . 47 Route 113 and Route 129 48* Johnson Road and Route 129 s 49* Johnson Road and Route 53 50 Route 53 (W. Baltimore Street), Fifth Street, and Strip Mine Road 51 Route 53 (W. Baltimore Street) and South First Street 52 Route 102 (Water Street) and Route 53 (Baltimore Street) 53* River Drive and Frontage Road 55 Route 129 and Strip Mine Road 56* Wilmington-Peotone and Old Chicago Road .. 57* Route 102 and Old Chicago Road 62* Route 102 and Resthaven Road 63* Route 102, Kankakee Strect, and Kahler Road 64 Route 53 and Kankekee Street 66* Kankakee Street and Kankakee River Road 4 B-3
PRELIMINARY APPENDIX B (Cont) Node Location 68 , Route 129 and Route I55 69* Route 53 and BPS access road (new) 70 Route 155 north of Kankakee River (Des Plains Conservation) 71 Route ISS near Route 19 (Des Plaines Conservation) 72 Route 155 near (North of) Route 113 (N of Braidwood) 73 Route I55 north' of Route 12 (SW of Braidwood) 74 Route I55 south of Route 12 (Braidwood) 75 Route ISS south of Route 272 (Braceville) 76 Route 55 south of Route 293 (Gardner) 100* Berta Road and Reed Road 101 Route ISS and Route 12 102 Kennedy Road and Washington Street 103* Kennedy Road and Division Street 104* Route 113 (Main Street) and South Division Street 105 Braceville Road and Berta Road 106* Braceville Road and Mitchell Road 107 Mitchell Road and Route 129 108* Mitchell Road and Route 53 109* Route 129 and Carbon Hill Road I 110 Route 53 and Storm Road 111 Route 129 and Route 53 112 Route 292 and Route I55 B-4 (
. PRELIMINARY APPENDIX B (Cont)
Node Location 113* ,Gorman Road and Gardner Road 115* South Broadway and Spring Street 116* Broadway and Reed Road 117 Broadway and Braceville Road 118* Braceville Road and Carbon Hill Road 119* Braceville Road and Gorman Road 120 Braceville Road and Tynan Road 121* Tynan Road and Grand Ridge Road 125 Route 53 and Route 129 (End) 126* Route 53 and Campus Road 127 Route 53, Storm Road, and South Wilmington Road 129* Route 17 and Reddick Road 130 Route 17 and Cour.ty Route 20 131 Livingston Road and Reddick Road 132* Reddick Road and Lincoln Road 133* Lincoln Road and Rice Road 134* Rice Road and road at Grundy/Kankakee County Line 135 Route 17 and Essex Road 136* East Street and Main Street 137* Merchants Street and Main Street 138* Main Street and Route 6 139 Route 17W, County Route 6 (Main Street), and Union Hill Road B-5
PRELIMINARY APPENDIX B (Cont) Node Location 142* Route 53 and the entrance to Braidwood Station 801** Route 53 beyond EPZ 802** Wilmington-Peotone and Symerton Road 803** Route 102 and Chippewa Campground entrance l 804** Route 113 and Will/Kankakee County Line 805** Smith Avenue and W1000N ! 806** Route 17 beyond EPZ f 807** Route 17 beyond EPZ 808** Campus Road and Route 17 809** Route 53 beyond EPZ 810** Route 155 beyond EPZ 811** Route 292 (Gcrdner Road) and Route 47 812** Grand Ridge Road and Route 47 813** Route 13 and Route 47 814** Rcute 47 and County Route 6 815** Route 19 beyond EPZ 816** Frontage Road north of Des Plaines Conservation Area beyond EPZ 817** 155 north of Des Plaines Conservation Area beyond EPZ
- Utilized as vehicle entry node.
** Utilized as a vehicle exit node located outside the EPZ.
B-6
/
PRELIMINARY 3 APPENDIX C t NETVAC2 COMPUTER OUTPUT
'e v
r G r
,_s 4
C-1
PRELIMINARY APPENDIX C KEY TO NETVAC2 COMPUTER PRINTOUT LINK = Link identification number FRM = Upstream node number (A-node) for associated link
- TO = Downstream node number (B-node) for associated link l
LEN = Link length in feet (A-node to B-node) AW = Approach width in feet LW = Link lane width in feet SW = Lateral clearance or shoulder width in feet = Distance from edge of travel-way to obstructions along link midblock L = Number of lanes in direction of travel PR = Priority of movement along link, in reference to movement along intersecting links. Dominant or major link approaches are classified as Priority 1. Secondary (i.e., those link approaches controlled by stop signs, yield signs, etc.) approaches are generally classified as Priority 2. LT = Lane type, classified as follows: 1 - One-way, no parking 2 - One-way, parking on one side 3 - One-way, parking on both sides 4 - Two way, no parking 5 - Two-way, with parking 6 - Rural divided highway, no parking 7 - Rural undivided highway, no parking 8 - Freeways and expressways AT = Area type, classified as follows: 1 - Central business district 2 - Fringe 3 - Outer business district 4 - Residential PK = T - Parking along link permitted F - Parking along link prohibited SPD = Free-flow or average speed over link in miles per hour C-2
PRELIMINARY APPENDIX C (Cont) JAM = Jam Density or relative measure of link's carrying capacity in vehicles per mile PRF ,= User pre ferenc,e or movement along each outbound link in terms of percentage. Preferences are i11tially assigned based upon free-flow conditions. Actual route assignments are calculated by the program, considering the assigned preferences as well as speed, density and capacity relationships. FCAP = Link capacity per lane STR SPLT CAP
= Identifies node destination of straight movement from downstream node, and associated percent green signal time (split) and intersection capacity.
RGT SPLT CAP
= Identifies node destination of right-turn movement from downstream node, and associated percent green signal time and special turning lane capacity, if applicable.
LFT SPLT CAP
= Identifies node destination of left-turn movement from downstream node, and associated percent green signal time and special turning lane capacity, if applicable.
DIAG SPLT CAP
= Identifies node destination of diagonal movement from downstream node, and associated percent green signal time and capacity.
C-3
HETHORM LYST103 LINN FRH -TO LEN AN LN SN L PR LT AT PM SPD JAH P0F FCAP STR SPLT CAP RGT SPLT CAP LFT SPLT CAP DIAG SPLT CAP 0 0.0 1137. 72 0.0 1500. 0 0.0 9. 0 0.0 0. I 45 1 3 500. 12. 12. 8. 1 1 4 4 F 35. 160. 1.00 1400.
- 0. 0 0.0 8.
46 3 72 1084. 13. 13. 8. 1 2 8 4 F 38. 150. 1.00 1400. 48 0.0 1400. 0 0.0 0. 0 0.0 x 100 4 3 7250. 12. 11. 7. 1 1 7 4 F 35. 142. 0.20 1400. 0 0.0 1137. 0 0.0 0. 72 0.0 1500. 0 0.0 0. 1058. 0 0.0 0. 0 0.0 8. 0 0.0 8. 101 22 3000. 11. 11. 4. 1 1 7 4 F 24. 231. 0.80 1900. 7 0.0
- 8. 0 0.0 103 7 9 5250. 12. 12. 4. I 1 "
4 T 17. 314. 1.00 1372. 13 0.0 595. 0 0.0 0. 0 0.0 0. 1 1 ; 4 F 38. 147. 1.00 1400. 14 0.0 1058. 0 0.0 0. 0 0.0 6. 0 0.0 8. 104 9 13 10584. 11. 11. 8. 0, 0 0.0 0. 0 0.0 0, 109 10 9 2750. 9. 9. 4. 1 2 4 4 F 28. 154. 1.00 1078. 0 0.0 417. 13 0.0
- 4. 1 1 5 4 T 21. 205. 1.00 1078. 0 0.0 424. 9 0.0 0. 0 0.0 0. 0 0.0 0.
108 Il 7 2750. 9. 9.
~
105 13 14 10750. 11. 12. 8. 1 1 7 4 F 38. 163. 1.00 1900. 813 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0 0.0 0.0 8. 106 14 813 10914. 12. 11. 8. I 1 7 4 F 38. 147. 1.00 1900. 0 0.0 1137. 0 0.0 0. 0 0.0 0. 0.
- 2. 1 2 4 4 F 31. 150. 0.20 1022. 0 0.0 417. 813 0.0 9. 0 0.0 0. 0 0.0 0.
110 16. 14 8000. 9. 9. 1 1 7 4 F 35. 123. 0.80 1078. 0 0.0 902. 0 0.0 0. 0 0.0 8. 0 0.0 0. Ill 814 9584. 9. 9. 8. 0. 107 18 11 4916. 10. 9. 3. I 1 4 4 F 17. 237. 1.00 1C34. 0 0.0 700. 0 0.0 0. 7 0.0 8. 0 0.0 112 19 31 22584. 11. 11. 8. 1 1 7 4 F 38. 147. 0.50 1400. 0 0.0 1058. 0 0.0 0. 71 0.0 1500. 0 0.0 0. 0 0.0 I 113 24 9250. 11. 11. 8 1 1 7 4 F 24. 231. 0.50 1900. 25 0.0 1058. 1137, 24 0.0 0 0.0 0. 0 0 0.0 0.0 0.
- 0. 0 0.0 0.
- 0. j
- 4. 0 0.0 0.
117 20 19 13084. 12. 12. 1 1 7 4 F 35. 179. 1.00 1400. 0 0.0 202 22 7 5250. 12. 11. 2. 1 1 5 4 T 17. 291. 1.00 1274. 9 0.0 595. 0 0.0 0. 0 0.0 0. 0.
- 4. 1 2 7 4 F 28. 202. 1.00 1400. 0 0.0 1058. 0 0.0 0. 25 0.0 0. 0 0.0 0. !
116 23 24 2750. 11. 11. 0. 0. 114 24 25 4834. 11. 10. 8. I 1 7 4 F 35. 142. 1.00 1244. 815 0.0 1058. 0 0.0 0. .0 0.0 0 0.0 l 115 25 815 13414. 11. 11. 8. 1 1 7 4 F 35. 162. 1.00 1400. 0 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0. 118 26 25 5750. 10, 10. 6. 1 2 4 4 F 28. 178. 1.00 1244. 0 0.0 700. 915 0.0 0. 0 0.0 0. 0 0.0 8. i l 58 31 71 1000. 13. 13. 8. I 1 4 4 F 31. 183. 1.00 1400. 70 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0 0.0 0.0 0. 99 32 70 1916. 13. 13. 8. I 1 8 4 F 31. 183. 1.00 1400. 817 0.0 1900. 0 0.0 0. 0 0.0 0. 1500. 0 0.0 0. 0. 121 33 32 4914. 10. 10. 2. I 1 7 4 F 28. 170. 1.00 1190. 0 0.0 980. 0 0.0 0. 70 0.0 1137. 0 0.0 0. 801 0.0 0. 4 0.0 0. 94 35 34 12334. 12. 11. 8. 1 2 7 4 F 38. 147. 0.30 1400. 0 0.0 1500. 0 0.0 0. 0 0.0 0. 95 32 0166. 11. 11. 8. I 1 7 4 F 35. 142. 0.70 1400. 0 0.0 1058. 70 0.0 18 34 801 18834. 23. 11. 8. 2 1 7 4 F 38. 147. 1.00 1900. 0 0.0 1025. 0 0.0 0. 0 0.0 0. 0 0.0 0. I 1 7 4 F 38. 147. 0.90 1900. 801 0.0 1958. 0 0.0 0. 0 0.0 0. 0 0.0 0. 14 37 34 3464. 11. 11. 8. 17 54 14000. 9. 10. 8. 1 1 7 4 F 38. 129. 0.10 1246. 802 0.0 902. 0 0.0 0. 0 0.0 0. 0 0.0 0. 0 0.0 1137. 0 0.0 0. 0 0.0 0. 0 0.0 0. 120 40 816 3914. 12. 12. 4. I 1 7 4 F 35. 179. 1.00 1400. 0 0.0 0. 814 0.0 8. 0 0.0 0. 119 42 40 15334. 10. 10. 4. I 1 7 4 F 31, 158. 1.00 1244. 0 0.0 980. 0 0.0 1137. 0 0.0 0. 0 0.0 8. 0 0.0 0. 8 44 804 41166. 12. 12. 8. I 1 7 4 F 38. 143. 0.95 1400. 0 0.0 0. 9 50 16334. 11. 11. 4. 1 2 7 4 F 31. 180. 0.05 1400. 0 0.0 1058. 51 0.0 0. 55 0.0 0. 0 0.0 7 45 44 10660. 11. 9. 4. 1 1 7 4 7 38. 112. 0.80 1078. 804 0.0 1058. 0 0.0 0. 50 0.0 0. 0 0.0 0. 93 136 30500. 10. 11. 4. 1 1 7 4 F 38. 144. 0.20 1384. 135 0.0 980. 0 0.0 9. 138 0.0 0. 0. 0. l 4 44 49 13144. 12. 11. 8. 1 1 7 4 F 35. 162. 0.80 1900. 50 0.0 1137. 0 0.0 .0. 0 0.0 0. 0 0 0.0 0.0 0. 45 7000. 9. 9. 1 1 7 4 F 35. 123. 0.05 1078. 44 0.0 902. 134 0.0 0. 0 0.0 0. 5 8. l 47 1 1 4 4 F 21. 267. 0.15 1400. 0 0.0 1282. 48 0.0 0. 0 0.0 0. 0 0.0 0. l 4 500. 17. 12. 4. 0.
- 4. 1 1 7 4 F 38. 143. 1.00 1400. 55 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 I 10 47 48 11464. 11. 12.
1858. 0 0.0 0. 0 0.0 0. 0 0.0 0. ! 27 48 55 5500. 11. 11. 4. I 1 7 4 F 35. 162. 1.00 1400. 48 0.0 0 0.0 1058. 0 0.0 0. 55 0.0 0. 51 0.0 1058. 11 49 50 7834. 11. 11. 8. I 1 7 4 F 38. 147. 1.00 1400. 12 50 51 la16. 9. 12. 4. 1 1 4 4 F 24. 225. 0.75 1400. 52 0.0 417. 0 0.0 0. 0 0.0 0. 0 0.0 0. 1 2 7 4 F 38. 143. 0.25 1400. 0 0.0 1137. 48 0.0 0. 0 0.0 0. 0 0.0 0. 29 55 8500. 12. 12. 4. 1 1 4 4 F 21. 229. 1.00 1204. 44 0.0 783. 0 0.0 0. 0 0.0 9. 0 0.0 6. l 13 51 52 2250. 11. 10. 3. 0. I 1 4 4 F 21. 245. 1.00 1288. 37 0.0 783. 0 0.0 0. 0 0.0 9. 0 0.0 14 52 44 750. 11. 11. 3. 0 0.0
' 94 53 51.19084. 9. 10. 4. 1 2 4 4 F 24, 203. 0.40 1244. 0 0.0 417. 0 0.0 0. 52 0.0 0. 0.
97 31 9000. 11. 11. 4. 1 1 7 4 F 31. 180. 0.40 1900. 0 0.0 1058. 71 0.0 1500. 0 0.0 8. 0 0.0 0. 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0. 28 55' 48 30*4. 11. 11. 8. 1 2 7 4 F 38. 147. 1.00 1400. 71 0.0 1 1 7 4 F 38. 147. 1.00 1400. 0 0.0 902. 0 0.0 0. 0 0.0 0. 0 0.0 0. 19 54 802 5334. 9. 11. 8. 0 0.0 0. 26 57 803 13750. 12. 12. 8. 1 1 7 4 F 35. 179. 1.00 1400. 0 0.0 1137. 0 0.0 0. 0 0.0 0.
22 42 43 19750, 12. 12. 4. 1 1 7 4 F 33. 143. 0.50 1100. 52 0.0 1137. 0 0.0 8. 0 0.0 8. CG 0.0 1137, 0, 25 57 20664. 11. 12. 8. I 1-7 4 F 35. 179. 0.50 1%00. 803 0.0 1958. 0 0.0 8. 0 0.0 8. 0 0.0
- 8. I 1 4 4 F 21. 291. 0.40 1R00. 0 0.0 See. 44 0.0 0. 0 0.0 8. 0 0.0 6.
23 43 52 3914. 12. 15. 24 44 4000. 12. 10. 2. 1 1 4 4 F 14. 310. 0.C0 1190. 0 0.0 844. 37 0.0 6. 0 0.0 c. 0 0.0 0. HE7HORK LISTING LINK FRH TO LEH AN LH SN L PR LT AT PK SPD JAH PRF FCAP STR SPLT CAP RGT SPLT CAP LFT SPLT CAP OIAS SPLT CAP
- 4. 1 1 7 4 F 24. 231. 1.00 1400. 34 0.0 1294. 54 0.0 8. 0 0.0 0. 0 0.0 0.
15 44 37 4644. 14. 11. 20 de 37 4250. 10. 15. 4. 1 1 4 4 F 14. 440. 0.40 1400. 54 0.0 700. 0 0.0 0. 34 0.0 0. 0 0.0 8.
- 21 44 4250. 18. 9. 1. 1 2 5 4 T 21. 192. 0.40 1008. 0 0.0 934. 0 0.0 0. 37 0.0 6. 0 0.0 8.
l 30 48 71 11084, 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1400. 70 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0 0.0 0.0 0. 3 49 142 2414. 12. 11. 4. I 1 7 4 F 38. 147. 0.40 1900. 44 0.0 1137. 0 0.0 0. 0 0.0 8. 0. 1137. 0 0.0 0. 0 0.0 8. 0 0.0 6. 71 108 12250. 12. 11. 4. 1 1 7 4 F 38. 147. 0.40 1400. 110 0.0 0 0.0 32 70 817 11500. 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1900. 0 0.0 1400. 0 0.0 0. 0 0.0 9. 0. 31 71 10 4414. 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1400. 817 0.0 1400. 0 0.0 0. 0 0.0 9. 0 0.0 0, 2 1 8 4 F 38. 145, 1.00 1400. 71 0.0 1900. 0 0.0 0. 0 0.0 0. 0 0.0 0. 33 72 68 14000. 24. 12. 8. 0 0.0 6. 34 73 72 11914, 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1400. 48 0.0 1900. 0 0.0 0. 0 0.0 0. 37 74 75 15500. 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1400. 76 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0.0 0. 38 75 76 19414. 24. 12. 8. 2 1 8 4 F 3S. 145. 1.00 1400. 810 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0.0 0. 0. 0 0.0 1900. 0 0.0 0. 0 0.0 6. 0 0.0 39 76 810 23000. 24. 12. 8. 2 1 8 4 F 38. 145. 1.00 1900. 1500. 73 0.0 1500. 0 0.0 0. 47 100 101 7334. 11. 10. 8. 1 1 7 4 F 35. 142. 0.10 1246. 0 0.0 1958. 74 0.0 22 10460. 10, 1 2 4 4 F 28. 150. 0.10 1050. 0 0.0 700. 0 0.0 0. 7 0.0 0. 0 0.0 0. 48 9. 4. 49 114 5250. 10. 10. 4. I 1 7 4 F 35. 139. 0.80 1218. 0 0.0 980. 115 0.0 0. 117 0.0 0. 0 0.0 0.
- 8. 1 2 8 4 F 38. 150. 1.00 1900. 72 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0.0 0.
35 101 73 1500. 13. 13. 0. 34 14 1584. 13. 13. 8. 1 2 8 4 F 38. 150. 1.00 1400. 75 0.0 1400. 0 0.0 0. 0 0.0 0. 0 0.0 1058. 0 0.0 0 0.0 0. 0 0.0 6. 41 102 47' 2350. 11. 11. 4. 1 2 7 4 F 35. 162. 1.00 1400. 48 0.0 0.
- 0. 0 0.0 40 103 102 2750. 10. 10. 4. 1 2 4 4 F 24, 203. 0.30 1244. 0 0.0 700. 0 0.0 0. 47 0.0 0.
I 1 4 4 F 24. 199. 0.70 1218. 0 0.0 783. 73 0.0 1500. 74 0.0 1500. 0 0.0 0. 42 101 5500. 11. 10. 4. 43 104 47 4334. 13. 12. 8. I 1 5 4 T 17. 320. 0.30 1400. 0 0.0 452. 0 0.0 0. 48 0.0 0. 0 0.0 0. I 44 1 9084. 12. 12. 4. 1 1 4 4 F 31. 178. 0.70 1400. 0 0.0 844. 0 0.0 0. 3 0.0 0. 0 0.0 0. I 54 105 117 2750, 11. 12. 4. 1 1 7 4 F 35. 174. 1.00 1900. 118 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0. 0 0.0 l ! 55 104 105 2914. 11. 11. 2. 1 1 4 4 F 24. 208. 0.40 1274. 117 0.0 783. 0 0.0 0. 0 0.0 0. 0. ! 54 107 2666. 9. 9. 4. 1 2 5 4 T 14. 300. 0.40 1050. 0 0.0 424. 109 0.0 0. 0 0.0 0. 0 0.0 0. . 0 0.0 0. 0 0.0 0. 0 0.0 0. 57 107 109 14466. 11. 11. 8. I 1 7 4 F 31. 180. 1.00 1900. 111 0.0 1058.
- 0. 127 0.0 1058.
72 108 110 15334, 11. 11. 8. 1 1 7 4 F 31. 180. 1.00 1400. 0 0.0 1058. 0 0.0 0. 0 0.0 1 1 7 4 F 38. 147. 1.00 1400. 125 0.0 980. 112 0.0 0. 0 0.0 0. 0 0.0 0. 58 109 111 .4644. 10. 11. 8. 0 0.0 0. 0 0.0 0. 73 110 127 3334. 9, 11. 4. I 1 7 4 F 28. 202. 1.00 1900. 0 0.0 902. 124 0.0 0. 59 111 112 1750. 22. 11. 4, 2 1 7 4 F 31.174. 0.95 1364. 0 0.0 978. 0 0.0 0. 74 0.0 1500. 0 0.0 0. 40 125 1164. 11. 11. 8. 1 1 7 4 F 24. 231. 0.05 1400. 809 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0.
- 8. 1 2 8 4 F 38. 150. 1.00 1900. 810 0.0 1900. 0 0.0 0. 0 0.0 0. 0 0.0 0.
42 112 76 1166. 13. 13. 0. 43 113 112 4500. 11. 10. 8. 1 1 7 4 F 35. 142. 0.40 1244. 0 0.0 1058. 74 0.0 1500. 0 0.0 0. 0 0.0 1 2 4 4 F 28. 150. 0.10 1050. 13 0.0 417. 0 0.0 0. 120 0.0 0. 0 0.0 0. 44 119 15916. 9. 9. 4. 811 21500, 10. 10. 1 1 7 4 F 35. 139. 0.50 1216. 0 0.0 980. 0 0.0 0. 0 0.0 0. 0 0.0 0. 45 4. 51 115 7 5144. 17. 15. O. 1 1 5 4 T 14. 434. 1.00 1400. 0 0.0 879. 0 0.0 0. 9 0.0 6. 0 0.0 0. 7 0.0 902. 0 0.0 0. 0 0.0 0. 0 0.0 0. 50 114 115 5334. 9. 10. 4. I 1 7 4 F 35. 139. 0.50 1218.
- 0. *0 0.0 52 117 10834. 11. 11. 4. 1 2 7 4 F 35. 142. 0.50 1400. 0 0.0 1058. 118 0.0 0. 0 0.0 0.
53 117 128 5416. 11, 11. 4. 1 1 7 4 F 38. 144. 1.00 1384. 119 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0. 980. 13 0.0 0. 0 0.0 0. 0 0.0 0. 46 118 119 10660. 10. 10. 4. I 1 7 4 F 35. 139. 1.00 1218. 120 0.0
- 0. 0.
47 119 120 8164. 11. 11, 4. 1 1 7 4 F 35. 158. 0.85 1384. 0 0.0 1058. 121 0.0 0, 0 0.0 0 0.0 48 13 21414. 9. 9. 4. 1 2 4 4 F 35. 120. 0.15 1050. 0 0.0 417. 0 0.0 9. 14 0.0 0. 0 0.0 0. 49 120 121 5334. 11. 11. 4. 1 1 7 4 F 35. 142. 1.00 1400. 0 0.0 1058. 0 0.0 0. 3 0.0 9. 812 0.0 1058. 0 0.0 980. 0 0.0 9. 0 0.0 0. 0 0.0 0. 70 121 812 13584. 10. 11. 4. I 1 7 4 F 38. 144. 1.00 1384.
- 0. 0 0.0 41 1?5 809 24584. 10. 10. 8. I 1 7 4 F 38. 129. 0.50 1244. 0 0.0 980. 0 1.0 0. 0 0.0 0.
0 0.0 1137. 0 0.0 0. 112 0.0 0. 0 0.0 0. 74 111 1000. 12. 11. 8, 1 1 7 4 F 28. 202. 0.50 1400. 75 126 125 2664. 10. 9. 3. I 1 7 4 F 24. 149. 0.80 1034. 0 0.0 980. 111 0.0 0. 809 0.0 0. 0 0.0 0. 77 808 31584. 10. 10. 4. I 1 7 4 F 38. 129. 0.20 1244. 0 0.0 980. 0 0.0 0. 0 0.0 0. 0 0.0 0. 74 127 124 2834. 9. 9. 4. I 1 4 4 F 28. 150. 1.00 1050. 125 0.0 417. 0 0.0 0. 808 0.0 0. 0 0.0 0. 0 0.0 1137. 0 0.0 0. .0 0.0 8. 0 0.0 0. 82 129 607 3164. 12. 12. 8. I 1 7 4 F 38. 143 1.00 1400. 0 0.0 0. 807 0.0 1137. 81 130 129 4750. 12. 12. 8. 1 1 7 4 F 38. 143. 0.40 1400. 0 0.0 1137. 0 0.0 0.
0 0.0 8. 83 135 19716. 12. 12. 8. 1 1 7 4 F 38.143. 0.C0 1000.13) 0.0 1137. 0 0.0 8. 0 0.0 9. 8. 80 131 130 5000. 11. 10. -4. 1 2 7 4 F 38. 127. 1.00 1218. 0 0.0 1958. 129 0.0 0. 135 0.0 9. 0 0.0
- 4. 1 2 4 4 F 31. 137. 1.00 1078. 0 0.0 417. 0 0.0 0. 130 0.0 6. 0 0.0 9.
79 132 131 12000. 9. 9. NETHORH LISTIIG LIfM FRil TO LEM AH LH SH L PR LT AT PH SPD JAH PRF FCAP STW SPLT CAP RGT SPLT CAP LFT SPLT CAP DIAS SPLT CAP 0 0.0 417. 0 0.0 0. 0 0.0 e. 131 0.0 617. 78 133 132 11000. 9. 9. 4. I 1 4 4 F 31.-137. 1.00 1078. 8. 0 0.0 783. 0 0.0 8. 132 0.0 0. 0 0.0 84 134 133 7000. 11. 11. 4. I 1 4 4 F 24. 213. 0.40 1302. 0 0.0 1058. 134 0.0 0. 0 0.0 0. 0 0.0 8. 87 137 15634. 11. 10. 4. 1 1 7 4 F 35.142. 0.40 1244. 0. 1058. 0 0.0 84 135 139 10750. 11. 11. 8. 1 1 7 4 F 35. 362. 1.00 1400. 804 0.0 0 0.0 8. 0 0.0 8.
- 9. 0 0.0 8.
89 136 135 22416. 10. 10. 4. 1 2 7 4 F 35. 139. 0.85 1218. 0 0.0 980. 0 0.0 0. 139 0.0 417. 0 0.0 0. 90 135 21750. 9. 10. 4, 1 1 44 F 31. 155. 0.15 121P. 139 0.0 0 0.0 0. 805 0.0 8. 0. 88 137 136 1250. 10. 12. 2. 1 2 5 4 T 17. 307. 1.00 1344. 138 0.0 481. 135 0.0 0. 0 0.0 0. 0 0.0 I 1 7 4 F 38. 129. 0.50 1246. 0 0.0 902. 0 0.0 0. 0 0.0 9. 0 0.0 0. , 91 138 805 21584. 9. 10. 8. 0 0.0 0.' i 92 137 10660. 10. 9. 4. 1 2 4 4 F 35. 120. 0.50 1050. 0 0.0 700. 0 0.0 0. 804 0.0 8. I 0 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 0. 85 139 806 8000. 11. 11. 8, 1 1 7 4 F 35. 162. 1.00 1400.
- 0. 47 0.0 0. 0 0.0 0. l 1 142 46 6834. 13. 12. 8. 1 1 7 4 F 28, 224. 0.90 1400. 49 0.0 1215. 45 0.0 0 0.0 0. 0 0.0 0.
2 49 2416. 12. 11. 4. 1 1 7 4 F 38. 147. 0.10 1400. 108 0.0 1137. 0 0.0 0. 5 1
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