Text

Preliminary Evacuation Time Estimates within Plume Exposure Pathway Emergency Zone for Braidwood Nuclear Generating Station. Public Emergency Info Brochure Encl
	ML20137G880
Person / Time
Site:	Braidwood
Issue date:	08/31/1985
From:	; COMMONWEALTH EDISON CO.
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ML20137G872	List: ML20137G867; ML20137G880;
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PRELIMINARY EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION COMMONWEALTH EDISON COMPANY AUGUST 1985 "00"SS8 SIS!8SS{g6

PRELIMINARY t

EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION COMMONWEALTH EDISON COMPANY AUGUST 1985

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PRELIMINARY t

EVACUATION TIME ESTIMATES I WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE

' FOR THE BRAIDWOOD NUCLEAR GENERATING STATION TABLE OF CONTENTS Title Page Section

. 1-1 1 INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . .

1.1 PURPOSE. ... . . . . . . . . . . . . . . . . . . . . . . 1-1

. 1-3 1.2

SUMMARY

. 1-5 1.3 SCOPE. . .. .. . . . . . . . . . . . . . . . . . . . .

. . . . . . . 2-1 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS.

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

. . . . . . . . . . . . . . 3-4 3.1 SUMMER SEASON POPULATION DATA.

Summer Daytime Data . . . . . . . . . . . . . . . . 3-4 3.1.1 Summer Nighttime Data . . . . . . . . . . . . . . . 3-4 3.1.2

. . . . . . . . . . . . . 3-5 3.2 WINTER SEASON POPULATION DATA. .

Winter Daytime Data . . . 3-5 3.2.1 . . . . . . . . . . . . .

3.2.2 Winter Nighttime Data . . . . . . . . . . . .. . . 3-5

. . . . 3-6 3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA .

3.4 SPECIAL EVENTS POPULATIO!;S . . . . . . . . . . . . . . . . 3-7

. . . . . 4-1 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS.

. . . . . . 4-1 4.1 GENERAL POPULATION EVACUATION TIME ESTIMATES .

4.1.1 Evacuation Time Estimates Methodology. . . . . 4-2 4.1.2 Public Response Times and Network Loading Rates. . . . . . . . . . . . . . . . . . 4-4 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 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 B - EVACUATION NETWORK NODE IDENTIFICATION C - NETVAC2 COMPUTER OUTPUT 11

s PRELIMINARY LIST OF TABLES Title Table 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 Evacuation Times 6-4 Evacuation Confirmation Times by Primary Evacuation Zone iii

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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 Fa'cilities - 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 SECTION 1 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 assess 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 4

Volume of IPRA is the detailed emergency operations plan The Braidwood '

Braidwood -IPRA Standard Operating for the Braidwood Station EPZ.

7-SOP-8, 7-SOP-9, and 7-SOP-10 provide the specific Procedures (SOP) protective instructions for the implementation ,of evacuation as a response action.

1-2

PRELIMINARY I

1.2

SUMMARY

The evacuation time estimates presented in this study were developed using the NETVAC2 traffic simulation computer model. Detailed site-specific vacuation road network and vehicle data and public response tim ributions 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 Results seasons; daytime and nighttime; and normal and adverse weather.

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 Table 1-1 shows that for normal weather estimates are similar.

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 for various other evacuation scenarios in the 0-2, 0-5, and 0-10 mile evacuation zones. Summer and winter normal weather 0-2 mile evacuation time estimates range from 176 minutes during the day to 88 minutes at night. Adverse weather condition evacuation time estimates for 0-2 miles for the same time periods are 209 minutes during the day and 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 weathar 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 State of Illinois Emergency Services and Disaster Agency (ESDA) personnel responsible for the preparation of the Braidwood Volume of IPRA.

1-4

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I PRELIMINARY i

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 $xposurePathwayEmergencyPlanningZone,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.

1-5

l PRELIMINARY TABLE 1-1 EVACUATION TIME ESTIMAlES GENERAL PUBLIG EVACUATION TIMES (1)

Summerf31 Winterf 41 Prima ry Daytime Nichttime Oavtime Nichttime Normal Adverse No rma l Adve rse No rma l Adverse Normal Adverse Evacuation Zone (2) 0-2 mile A,B 176 209 88 92 176 209 88 92 0-5 mile A,B,G 177 211 114 136 177 211 114 136 0-5 mile A,B,D 176 209 88 92 176 209 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 176 209 114 136 176 209 114 136 0-10 mile A-F,1 176 209 114 136 176 209 114 136 0-10 mile A-F,J 176 209 114 136 176 209 114 136 177 211 114 136 177 211 114 136 Fuii EPZ A-J(5)

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 A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev. 1 This EPZ verifies analysis the appropriateness of the selection of the primary evacuation zone bounda ries used in the other analyses.

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PRELIMINARY SECTION 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS 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.
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
. 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.)
2-2
PRELIMINARY Evacuation time estimates have been developed for each of these primary evacuation zones for the conditions discussed in the following sections.
2-3
PRELIMINARY I
2.3 EVACUATION SCENARIOS 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 evacuation 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 recreation facilities. Therefore, the summer daytime scenarios have included the permanent resident, daytime employee, and visiting or transient populations and applicable special facilities populations.
The summer nighttime scenarios have included the permanent resident, nighttime employee, and applicable overnight transient and special facilities populations.
The winter daytime scenarios have included the permanent resident, daytime employee, school district,,and applicable transient and special facilities populations. The winter nighttime scenarios have included 2-4
PRELIMINARY the permanent resident, nighttime employee, and applicable transient and special facilities populations. These baseline evacuation scenarios represent weekday conditions because they occur most frequently.
2.3.2 Weather Parameters Normal and adverse weather conditions have also been considered. For are assumed to the purposes of this study, adverse weather conditions reduce road capacity to 80 percent of normal weather capacity, and such as
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include conditions that may impair visibility and/or traction, light snow, icing, rain, or fog.
s Transportation studies 5 and the opinions of recognized traffic experts indicate that such conditions can reduce road capacity to 76-92 percent of normal weather capacity. Review of the Braidwood area meteorology about 10 percent reveals that these weather conditions are encountered of the time.7 It is important to note that this study does not suggest that evacuation; will or should occur under all adverse weather conditions.
Under certain extremely adverse weather conditions where evacuation may be be infeasible, the alternative protective action of sheltering would recommended.8 2-5
PRELIMINARY TABLE 2-1 LOCAL COMMUNITIES BY EVACUATION STUDY AREA 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.
NOTE:
(1) See Figure 2-1 for Study Area Identification.
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PRELIMINARY SECTION 3 DEMOGRAPHIC AND VEHICLE DATA f
l Demographic data for this study was derived from the official 1980 census data.S 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 in Will, Grundy, data and the average number of persons per household The study assumes one vehicle per household.
and Kankakee Counties.
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 Braidwood 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 of study areas. The permanent resident population is comprised 27,730 persons who reside within a 10-mile radius of Braidwood Station (including the communities of Hazon, Reddick, and Union Hill) plus an additional 366 persons who reside beyond 10 miles from Braidwood Station, but who are within the Braidwege 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 populations. For the purpose of this study, as 3-1
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.
This study identifies a winter daytime population of 41,610, which 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.
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.
3-3
PRELIMINARY
! 3.1 SUMMER SEASON FOPULATION DATA i
' The summer season, as defined by this study, extends from about Memorial There is a significant
Day weekend through Labor Day weekend.
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.
3-4 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.
l 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 are shown by compass sector on Figures 3-9 and 3-10, respectively.
L 3-5
PRELIMINARY i
3.3 TRAINSIENT AND SPECIAL FACILITIES POPULATION DATA For the purpose of this study, as required by NUREG 0654, Appendix 4, institutions or other population special facilities are those transportation-dependent or may have other 0
concentrations which are include, as special concerns. Transient and special facilities 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.
Health care Figure 3-12 identifies the locations of major employers.
facilities, recreation areas, and other similar facilities within the EPZ are identified on Figure 3-13.
3-6 i
PRELIMINARY l
3.4 SPECIAL EVENTS POPULATIONS The Special Event populations associated with infrequent short-term Included as a Special activities or special events were identified.
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 recreation areas, the transient analysis of transient populations at the camps and recreation areas within the EPZ, as population data for identified in Table 3-2, were increased by 50 percent.
were added to the applicable permanent The Special Event populations The resident, employee, transient, and special facilities populations.
results of these Special Event analyses are presented in Section 6.3.
3-7
l 1
PRELIMINARY l
l l TABLE 3-1 l
l DEMOCRAPHIC AND VEHICLE DATA BY EVACUATION STUDY AREA (1) f I Winterf31 l Summerf 2) Daytime Nichttime Daytime Nichttime Study Area Populationf4)
Evacuation Vehiclesf5) Populationf4) Vehicles (5)3,723 Populationf4) 4,682 Vehicles2,037(5) Population (5) Vehicles 2,040 8,423 4,034 4,692 A 8,672 1,041 1,677 589 646 2,380 2,797 1,304 1,792 1,978 B 2,476 5,428 2.571 7,764 7,758 3,002 6,953 C 480 163 166 582 185 179 490 D 520 2,330 806 903 3,081 956 1,019 2,620 E 2,905 5,772 2,010 2,017 7,682 2,367 2,221 5,792 F 6,202 4,558 1,580 1,601 5,558 1,890 2,003 4,598 G 5,788 1,323 449 449 1,629 498 1,323 449 1,323 H 576 187 576 187 576 187 576 187 1,039 1,535 2,909 1,186 3,936 4,985 1,944 3,389 J
NOTES:
1980 census data and field survey work as discussed in Section 3.
(1) Data derived f rom the of fical for description of summer population combinations.
(2) Refer to Section 3.1 (3) Refer to Section 3.2 for description of winter population combinations.
3-2, 3-3, 3-4, and 3-5 and Figures 3-1, 3-3, 3-5, 3-7, and 3-9 The data are presented on (4) Data derived from Tables 3-5 and assumptions in Sections 4.1.3.
3-2, 3-3, 3-4, and (5) Data derived Figures from 3-2, 3-4, Tables 3-6, 3-8, and 3-10.
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PRELIMINARY TABLE 3-2 CAMPS AND RECREATION AREAS WITHIN THE EMERCENCY PLANNING ZONE (1)
Facility Direction / Study T ransient No.f21 Mile A rea Facility Name Pe riods o f Ope ra t ion Population Day Night 1 N/7-10' C Des Plaines Conservation Area - Summer / Day and Night 685 20 Winter / Day and Night 250 20 2 NNW/8-10 J Coose Lake Prairie State Park Summe r/ Day 1000 0 Winter / Day 100 0
! 3 E/8-10 C Kankakee River State Pa rk 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 Bra idwood 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 South Wilmington Fi remen'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 13 NNW/5-6 J Ceco Employee's Recreation Association Summer / Day and Night 450 300 Winter / Day and Night 50 10 1 or 3
l l
PRELIMINARY f
1 TABLE 3-2 (Cont) f T rans ient I Periods of Opera t ion Pooulation Di rect ion / Study Day Nicht Facility Facility Name f No. f 2) Mile Area l
300 30 l Summer / Day and Night 10 F
Coal City Area Club Winter / Day and Hight 40 14 NNW/5-6 45 10 I Summer / Day and Night 10 Dresden Lakes Fishing Kamp Winter / Day and Night 45 NNW/7-8 J 15 l
Summer / Day and Night 200 200 l
Rainbow Council Reservation Boy Winter / Day and Night 40 40 l
NW/8-9 J 16 Scouts of America 4n 40 Summer / Day and Night 10 Coose Lake Association Winter / Day and Night 40 NNW/8-9 J 17 Summer / Day and Night 1080 1080 Winter / Day and Night 60 60 C Lake Point Club 18 N/4-5 60 Summer / Day and Hight 180 180 10 C J.Y.C. Ma ri na Winter / Day and Night 19 N/9-10 0 Summer / Day 60 Bra idwood Fa i rways Gol f Course 40 0 B Wi nte r/ Day 20 E/1-2 0 Summe r/ Day 100 C Wilmington Island Park District Winter / Day 50 0 21 NE/5-6 20 20 Summer / Day and Night 10 isaac Walton League Winter / Day and Night 10 E/5-6 C 22 10 Summer / Day and Nignt to Ponderosa Camping Area 10 to C Winter / Day and Night 23 NNE/4-5 20 20 Summer / Day and Night 10 Sun Recreation Club Winter / Day and Night 10 S/4-5 D 24 0 Summe r/ Day 10 Jollet Braidwood Hunting Club 10 0 D Winte r/ Day 25 S/3-4 0 Summer / Day (3) 0 A Braidwood Dunes and Savannah Wi nte r/ Day (3) 26 ENE/1-2 Forest Preserve Summer / Day and Night 20 20 Forsythe Woods Winter / Day and Night 20 20 G
27 NE/6-7 2 of 3
PRELIMINARY TABLE 3-2 (Cont)
Fccility Direction / Study T ransient No.f2) Mile Area Fac i l i ty Na me Periods of Operation Population Qay Nicht 28 NE/3-4 C Crow's Nest Club Summe r/ Day 10 0 Winte r/ Day 10- O.
29 NE/3-4 C New Lenox Sportsmen's Club. Summer / Day and Night 300 300 and Recreation Winter / Day and Night 10 10 30 SW/1-2 B Godley Park District Summer / Day and Night (4) (4)
Winter / Day and Night (4) (4)
NOTES:
(1) This informa t ion p rovided by State of Illinois ESDA personnel responsible for the development of IPRA, B ra idwood Volume VII (see Reference 8). Information is based on data available as of July 1985. As discussed in Section 1, the evacuation time estimates are relatively insensitive to changes in population.
(2) See Figure 3-13 for facility locations.
(3) Occasional use only.
(4) New facility; no data currently available.
3 of 3
PRELIMINARY TABLE 3-3 MAJOR EMPLOYERS WITHIN THE EMERCENCY PLANNING ZONE (1)
Facility Direction / Study No. of Emoloveesf31 Mile A rea Name of Emoloverf 41 Qay Nicht No.f2) 80 10 F DeMert & Daugherty, Inc.
41 NW/4-5 150 300 NE/6-7 C Personal Products Co.
42 100 100 A&B Braidwood Station - Unit 1 Operation
43 Center 25 0 E
Brownie Special Products Co.
44 SW/6-7 20 330 B Production Training Center 45 SE/2-3 0 15 C Tammen Treeberry Farm 46 SE/3-4 20 120 NNW/9-10 J Operator Training Services 47 Gene ra l Electric Company 57 7 J Morris Operation Ceneral Electric Company 48 NNW/9-10 0 30 E Indicator Lites, Inc.
49 SW/5-6 30 63 C Precision Components, Inc.
50 NE/5-6 0 14 F
Bowers Siemon Chemical Company 51 NW/3-4 0 35 F E.W.R., Inc.
52 NW/3-4 0 15 WNW/3-4 F Witt and Associates 53 225 35 J Collins Cenerating Station 54 NW/10-11 4 75 J Colts, Inc.
55 W/10-11 15 300 G Unire/al-Joliet Army Ammunitions Plant 56 NNE/10-11 30 150 C Horseywe I i 57 NE/8-9 0 16 J AP Green Ref ractories Company 58 NNW/9-10
=
1 of 2
NOTES: PRELIMINARY-(1) For the purpose of this study major employers' have been designated as those with 25 or more total employees, based on the best data available as of July 1985. As discussed in Section 1, .the evacuation times estimates are relatively insensitive to changes in population.
(2) See Figure 3-12 for employer locations.
(3) This info rma t ion provided by State of Illinois ESDA personnel responsible for the development of IPRA, Bra idwood Vol ume Vi l (see Reference 8).
(4) Seventeen of 18 employers have shut down times of 60 minutes or less. - The rema ining employer has a -hut-down time of 90 minutes.
2 of 2
PRELIMINARY TABLE 3-4 SCHOOLS WITHIN THE EMIRGENCY PLANNING ZONE (1)
Facility Direction / Study No. (3) Mile Area Name of School No. of Students / Staff f 31 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 Braceviile Crade 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 Elementary School 66/6 69 SSW/5-6 E South Wilmington Consolidated Elementary 121/11 70 SW/5-6 E Cardner Elementary School 229/14 71 SW/5-6 E Ca rdner-South Wilmington Township High School 235/26 72 E/5-6 C Custer Park Elementa ry School 180/18 73 NE/5-6 C Bruning Elementary 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 Cere Center - 30/9 79 NE/6-7 C Crace 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 Elementary /Jr. 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 of July 1985. As discussed in Section 1, relatively insentitive to changes in population.
the evacuation time estimates are 1 of 2
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PRELIMINARY TABLE 3-5 HEALTH CARE FACILITIES AND MOTELS WITHIN THE EMERGENCY PLANNING ZONE (1)
Facility Direction / Study Resident / Staff Population No.(2) Mile Arga Facility Name M Mieht 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 Mote 1 34 34 95 NNE/1-2 A Rossi's Notel 32 32 96 NNW/1-2 A Sands Motel 32 32 97 NNW/1-2 A Bra idwood Inn Motel 96 96 98 SW/5-6 E Southeastern Grundy County 25/5 0 Senior Citizen Center NOTES:
(1) This info rmation was p rovided by State of Illinois ESDA personnel responsible for the development of IPRA, Bra idwood Volume VII ( see Reference 8). Information is based on data available as of July 1985. As discussed in Section 1, the evacuation time estir.4tes are relatively insensitive to changes in population.
(2) See Figure 3-13 for facility locations.
1 of 1
___- - - - - - _ _ . = . . - - - _ - _ = _ .
l
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1448 3530 N 3464 NNW 44 NNE 333 3095 S425 234 O SS ng NW 830 -
152 327 18 0 }g 45 122 4e 100 88 754 107 y7 g, 236 g IMS 2337 349 Ste 70 ENE 300 1644 l WNW 92 15 Se SG 8340 1692 294 400 SO 10 3 62 499 gig 309 960 0 374 13 42 ,
103 ggi 3 0 33 0 12 22 347 309 140 10 7 E 1107 1204 W e64 40 19 27 27 il 3l 1791 34 0 13 20 121 ti 0 ISS O 17 37 IS 26 s0 0 4 50 314 60 N
24 IS II O 9 25 89 39 9 8 31 33 3 gg los 1264 4 E8E WsW 17 3 235 3 25 332 777 to
' 29 30 92 19 18 40 19 138 43 SG 10 j
33 se sW I 237 2424 '
S1 169 317 SSE j
' $$W 749 j 1079 5 l
747 1
0 a em oom 0 ion 2Sm e com 3084 12,472 20,094* 9388 186 434' NNW N NNE NW 34 7S M g
4 0 ggg WNW
' #
Represents 27.730 permanent residents W( 0 0 E within 10 miles of Braidwood Station Pl us 366 located within the E72 beyond
" O 82 W9W '
4 0 SW SE SsW , Ssc 0 iun.: noius FIGURE 3-1 PERMANENT POPULATION l
l DISTRIBUTION BY COMPASS SECTOR
497 1223 N 850 NNW g3 NNE 8 3 4,
1350 81 1882 0
NW 0 gg 184 52 g3 37 ,
22 42 15 34 45 22 263 g g ,
11 6 8I O 643 807 WNW g 135 SSI ENE 19 466 589 10 2 16 6 30 35 21 621 135 0 95 4, 334 4 14 35 88
103
12 7
[ 2 * '
T 0 4 409 W 299 12 5 8 8 3 il 62 11 0 3 i8 8 126 106 48 36 4l E 374 TS O 64 0 0 3 I2 200 6 9 73 1 17 I0 8 6 5 0 20 2 8 13 31 9 2 2 gy WSW 440 8 III 60 81 262 9 I 8 110 to 242 32 10 6 6 S 33 20 '3 19 3 40 SW 11 SE 830 77 17 58 SSW 100 55E 369 253 3
257 0 2 em 0 S me 0-s o us 2 -3 us 6 80 me 1066 4302 9474* 3234 5372*
NNW N ggg NW 33 26
,,, g 0 g,g
Represents 9576 permanent resident 2 ' vehicles within 10 miles of Braidwood Station plus 98 located within the Wl 0 0 i E EPZ beyond 10 miles 20 0 W9W 84 0 0 0
SW 0 $L SSW g SSE 0 lutLE RADIUS FIGURE 3-2 PERMANENT VEHICLE DISTRIBUTION BY COMPASS SECTOR
6250 3374 3736 NNw 224 NNE 20S ,7, 309 4S66 1274 0 8077 Nw 08 hE 333 S75 495 3gy 26S 122 48 2SO
I" 767 25 235 1002 22 349 ,,, 3,,
524 m ,,,, ghc 2W S6 gg 5692 594 430 48 50 103 62 1534 Ils 389 992 330 274 83 42 ,
1603 291 3I ras 22 g so 22 0 12 12 79 w 939 40 at 27 27 le 31 179 3e 60 '#3 to 22 Se7 309 14 0 187 III E 1247 8
0 37 0 Ig 26 214 800 334 SO 24 19 17 0 660 g 23 25 03 89 29 9 8 H
,, 3 e 33 ,,
to 4 pyy wsw E
673 235 332 Si 23 25 699 237 29 30 19 19 Is 40 63 "'
S4 IO Sw 33 SE 2309 27 la 567 51 32 66 9 \
S5W 317 SSE B759 g 1349 797 02m 0S* 0 -80 Ms 2S* S 10 Me 6552 21,197 41,52S 14.645 20,320 NNw N Nht Nw '
6 TS WNw ENE a 4 '
Represents 27.730 permanent residents within 10 miles of Braidwood Station Wl C 0 1E plus 366 located within the EPZ beyond
" et 0 10 miles etw K$K 0
80 0 0
.g, Sc
$$w g SSE 0 luiLE IIAosus FIGURE 3-3 l POPULATION DISTRIBUTION BY COMPASS SECTOR-SUMMER DAY
3211 20S7 1306 NNw ""E
-103 ISS 4 1797 427 0 3001 Nw 20 NE 262 229 146 gg3 72 42 IS 184 45 22 263
,,, g 11 6 '
182 249 wNw 135 689 ENE SS is y SSS SOS 202 ggs 30 21 S64 46 I3S 390 IOS 95 i
' 14 4 , S3S 10 0 12 2 37 7
0 4 410 w 300 12 6 8 8 3 8. 62I 11 E l3 8 6 132 106 de 62 41 E 436 TS 0 64 o S S 73 2 o0 33, g7 10 5 3 g 0 320 2 4
' ' ' II SS 14 y wgw 46S ' EIE 226 el 262 34 7 8 110 10 242 SI 10 32 4 5 '3 4
20 'I
,, 3 SW II M 3
ses 9 407 gy 58 SSw 108 SSE 625 g SS3 274 0-2 m 08m 0-eC ue 2 -6 us S -@ lp 3300 Seel 14,342 8 8631 7441' NNw N ggg Nw Nr 2 IIII H wNw 1 0
Represents 9576 permanent resident ENE I ' - vehicles within 10 miles of Braidwood Station plus 98 located within the w 0 0 1 E EPZ beyond 10 miles to 0 W9w 64 0 0 90 o O
$w S S8w g SSE 0 lusLE HA0luS FIGURE 3-4 t VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER DAY
a. e l
I l
3240 396, n 2603 NNW 104 NNE S,5 153 4234 g74 o $157 NW 08 NE 14 5 0 152 g 327 26S 122 48 130 187 347 25 700 34, 23S 1002 2136
- 2337 WNW 3.. =4a ,
,, ,,9. E ,i t 56 1350 6692 304 430
,2 103 s i 62 29 8498 ggg 389 992 300 274 '
1429 43 42 a 123 291 37 ,,, m gg g O gg 0 12 1200 W ese 40 19 27, 27 14 3 179 34 0 13 ;28 22 347 309'84 0 18 7 121 E 1207 is 0 ISS ses 0 'I 400 d 26 tre g, 50 24 IS II O '80 9 25 33 89 8
29 9 SI ,
wgw 1266 4 ESE 777 26 23 35 332 30 499 '
92 '
19 19 IS 40 63 267 gig 56 --
10 SW 33 SE t424 #' **'
SI 16 9 SSW 387 SSE 1399 5 874 767 0 2 am 0-S ass 0 scass 2 9 us 6 80 ue 3432 15,347 32,224' 11,510 16,877*
NNW N NNE 88 W NE g 34 73 WNW ENE W l 0 0 E
Represents 27.730 permanent residents
- % within 10 miles of Braidwood Station plus 366 located within the EPZ beyond WSW ggg 10 miles 402 0 SW SE SSW g SSE 0 lusLE RA0ius FIGURE 3-5 POPULATION DISTRIBUTION BY l COMP. ASS SECTOR-SUMMER NIGHT
ISIS N 1028 NNw 43 ""E 35 51 94 0 2230 20 NE 1493 ,, l
$94 S2 6 III 72 42 IS 64 72 22 65 8 263 335 SI 18 2 18 2 ENg807
'3S 116 WNW 29 25 19 S89 666 gy 476 3g 100 38 Il 521 41 135 350 g 4 le ,,, , 45 500 I2 56 37 y 2
0 4 o 3 8 6' 132 106 48 62 41 E 406 300 8 8 3 I i 62 11 410 w 12 S 75 0 64 0 0 6
I 12 2 g 0 gy 8 73 21 10
' 8 8 6 5 0 32 2 2 2 67 g3 31 9 i 29 Est w$w 440 66 0 81 'igo 262 9 8 32 10 10 4 8 13 6
s 93 3 40 go 19 gg 9 3 97 838 66 17 58 10 8 33E 55w 479 f S 263 o.2 Ms 0 6 Me 0 t0 Mi 2 5 Me 6 60 MB 1740 5837 11.786* 4097 5829' NNw N NNE NW NE s
2 WH 0 gag
Represents 9576 permanent resident
,g, vehicles within 10 siles of Braidwood 2 e ' Station plus 98 located within the 0 EFZ beyond 10 miles w 0 lE
' 28 0 WSW e40 0 Sw SE Ssw g Slt 0 lMILE ft A0luS FIGURE 3-6 VEHICLE DISTR 3BUTION BY l COMPASS SECTOR-SUMMER NIGHT
I i
4973 3754 4014 NNW 307 NNE 20S ,,6 30s 0 8459 374 58 ng 6146 we 235 3,7 335 ,,
I22 48 250 IOS 756 18 7 10 7 23 406 233 s2 526 625 ggg 2593 308
349 wNW '
1692 134 440 gg 56 SigS 1534 lit 389 992 20 274 62 *8 29 42 143 ggg (3 ,
S' s U g se, gg N O 12 22 575 309 14 0 14 7 12l E 1395 40 19 27 27 ft 3I 179 3* l13 28 1690 w 13SC i ti \ O' %
'I gy 3 50 0 gg 0 0 SS4 gg 26 214 24 ,g 37 0 #00 g 25
" ' 0' 86 33
E8I 10 6 332
830 213 307 940 WSW
' 237 438 30 92 29 19 IS 40 19 267 11 8 63 56 10 SE SW 33 3 083 32 SI (69 623 SSE SSW 8 68 14 31 g
] 1093 0soue 3 6 ue 9 so ut 0 t we 0 S wi 7743 19,953 48,614 82,210 21.65 [
NNW NME NW i3 M
, 7, 4 0
Represents 27.730 permanent residents Eng WNW 4
withis 10 miles of Braidwood Station S # plus 366 located within the E7Z beyond W 0 0 g 10 miles
- ., O WSW 0 E8E 402 Sw SE SSW g SSE 0 lulLE fla0iuS '
FIGURE 3-7 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER DAY
2771 1536 N 1057 i NNW 130 NNE l iS 4
! IIII i 1990 127 0 20 NE NW
E' 113 262 g 42 IS 104 32 22 263 65 g 34 1223 842 11 6 83 20
ENE 13S 672 WNW 29 30 19 733 58 9 10 8 tG6 II 39 21 S54 41 135 350 8 95 10 532 4 14 + 40 goo 56 4 2 7 0 4 3 62 Il 20 3 8 6 159 10 7 48 49 41 E 440 475 W 365 42 S e 4 I l 7 0 S
91 o o 6 9
12 73 2 o0 331 17 0 40 g g 8 6 0 34 9 2 2 ty
3 g i 29 gSg WSW S36 73 ,g g 110 4
289 34
' ' 10 10 32 6 3 13 6
83 40 to ,, 3 SE SW 11 I 3 407 999 17 58 SSW 15 7 $5E 4 91 g 242 322 0-2em 0 S eH 0 -10 Mi 2 6 W6 6-40 tse 3516 7635 14.858' 4tl9 7223 NNW N NME NW in g NE 2 26
"*
Represents 9576 permanent resident 2 I ' vehicles within 10 miles of Braidwood 0 Station plus 98 located within the W l 0 lE EPZ beyond 10 miles WSW ido O SW SE SSW , SSE 0 lutLT AA01US FIGURE 3 -8 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER DAY
I 2148 3629 N 2S58 NNw $4 NME SS 24 3
4076 0 244 Nw
NE S40 tS2 327
,33 105 121 48 ISO IS '
ST 25 349 IIS 2337 S26 w N w ,, 388 'I 25 88 S6 ,3So e692 304 480 50 10 3 62 #499 389 10 274
,,, 992 ,
13 42 ,, e sa III 291 8 28 10' 22 0 It 1208 w 868 40 69 27 27 18 3l 179 34 .
O l 13 28 22 377 309 140 14 7 121 E 1157 ti o 188 0 17 37 8 o0 18 26 284 24 SO II 9 25 24 19 O 25 S3 89 9 8 SI 38 29 104 3 4
86 .
1266 ESE wsw 18 3 ISS 332 777 26 83 2S 30 29 92 19 19 18 40 63 10 S4 33 SE SW 2424 287 S1 ist SSW 337 S$t 180 9 $ 759 757 O- 2 ut 0 S us 0-to us 2-5 un 6 to ut 3832 13457 29.734 9425 16,2 7 [
NNw N gyg Nw 634 NE
,y, 4 0 ENE
Represents 27.730 permanent residents 8 4 within 10 miles of Braidwood Station
% ' plus 366 located within the EPZ beyond W 0 0 E 10 miles
" 0 82 WSW 40 0 0
0 Sw St SSw g SSE 0 1 MILE II A0nJ8 FIGURE 3-9 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT
t i
1933
" 903 1285 f NNW gg NME 4
35 gg 2130 1453 04 0 20 NE MW H3 72 6 42 IS 64 32 68 g 263 g,
88 20 W
11 6 ' 407 ENE WNW I3S 105 3'
19 476 S89 166 3o
'38 350 33 El Sti 41 3 g5 10 4 84 , 34 100 7
6 37 7 2 I o 4 62 11 0 .3 3 6 12 9 107 48 49 41 E 390 5 8 8 3 I l 4t0 W 300 12 75 0 %
5 gy 64 C3 0 9 73 2 o0 Il 17 3 25 2 8 6 6 o ,,
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35 8 * "3 8' 110 4 g 262 g 242 I 10 10 32 S 13 6 6 83 40 20 ll SE SW
.7 17 58 IO S SSE SSW
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260 0 2 We 0-6 We 0 ious 2 -6 we e so us 1740 5l00 10,834' 3360 6734*
NNW N NME NW 2 'll 26
Represents 9576 permanent resident 1 0 vehicles within 10 miles of Breidwood WNW ENE 2 1
- Station plus 98 located within the EPZ beyond 10 miles tv 0 0 lE
~
' 28 0 WSW I40 0 SW SE SSW g SSE 0 iun.E RA0tua FIGURE 3-10 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT I
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PRELIMINARY SECTION 4 EVACUATION TIME ESTIMATE METKODOLOGY 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 population 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 l 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 simulates the flow of' traffic from entry nodes, where the vehicles enter the road network, to the exit nodes located outside the EPZ boundary, where the vehicles leave the network. The model uses the Highway capacity Manuals equations and revisions contained in the Interim 4
Material on Highway capacity 4 to calculate the capacity of the road network. In addition, vehicle speeds on the road network are computed using the inverse linear relationship between speed and density 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 evacuation 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.
( 4-3 l
PRELIMINARY 4
4.1.2 Public Renponse Times and Network Loading Hates The range and variation of public reaction to evacuation notification were described by a probability distribution of response times. This I
response time distribution was derived by combining the response time distributions for several smaller components or events of the public response to the evacuation notification process. These components are as follows:
.I
. 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:
. Travel from Work to Home, the time period required to drive from work to'home; and
. Prepare Home for Evacuation, the time period required to gather essential belongings and prepare home for absence.
Totsi mobilization times were determined by combining these components I for each evacuation scenario. The range and average public response I 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 i
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 Home for combi,ning two components: Receive Warning and Prepare Evacuation. Daytime curves were derived by combining four componentsr 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 Table 3-3. Of the 18 employers listed, 17 have shut down times of 60 minutes or less. The 4-5
PRELIMINARY remaining employer 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.
4 e
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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.
- No major traffic will be on the road network prior to the start of an evacuation.
4-7
PRELIMINARY
- Appropriate traffic and access control points will be manned.
2
- 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.
l
- 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 Braid ood Unit 2 construction force for which an occupancy factor of 1.5 employees per vehicle is I
used.
- Boats will moor and the occupants will then evacuate by car with one f
vehicle allotted per boat.
I - 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 l
designated public service vehicles in accordance with the standard l
4-8
PRELIMINARY Operating -Procedures contained in IPRA - Braidwood Volume VII.
(Since there are no public transportation systems in the Braidwood Station 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 VII8 has a number of mechanisms for providing transportation assistance to individuals and/or groups during an emergency. IPRA-Braidwood Volume VII also has in place 7-SOP-12 by which a Mobility Impaired Transportation List for the Braidwood Station EPZ has been developed and is maintained by Will, Grugdy, and Kankakee County officials so as to be available during an emergency.)
4-9 i
PRELIMINARY 4.2 SELECTED SPECIAL FACILITIES EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS THIS SECTION WILL BE SUBMITTED IN SEPTEMBER 1985.
s 4-10
PRELIMINARY 4.3 SPECIAL EVENT EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS The evacuation time estimates for the special event analyses as defined in Section 3.4 were calculated using the NETVAC2 computerized traffic simulation modela discussed in Section 4.1.
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PRELIMINARY i
TABLE 4-1
PUBLIC RESPONSE TIME ESTIMATES (1)
Average Time Range of Component for, Component Times (minutes)(2) (Hinutes)(3)
Receive Warning 7.5 0-15 15 0-30 Leave Work (48 Travel Home(4) 30 0-60 Normal Weather 45 0-90 Adverse Weather (5)
Prepare Home for 30 0-60 Evacuation NOTES:
(1) (Later)
(2) This range implies that some 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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SECTION 5 f
EVACUATION ROAD NETWORK DESCRIPTION S.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 Appendix B evacuation road network for the Braidwood Station EPZ.
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.
5-1
PRELIMINARY 5.2 ROAD CAPACITIES AND CLASSIFICATIONS l
l The NETVAC2 model used field data, such as road widths and travel I speeds, to calculate the capacity of each of the links and nodes in the l , .
evacuation network. The specific capacities and classifications of each i 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
! in this evacuation time estimate study. Tables 6-1 and 6-2 present the evacuation time estimates for these KETVAC2 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 l
l EPZ takes 177 minutes.for the daytime scenario and 114 minutes for the nighttime scenario. For adverse weather conditions, the evacuation time
! estimates are 211 minutes during the day, and 136 minutes at night for the full EPZ scenario.
I During normal weather conditions, the evacuation times for the 0-10 mile evacuation zones range from 176 to 177 minutes during the daytime to 114 minutes for the nighttime condition. The adverse weather time 6-1
PRELIMINARY estimates range from 209 to 211 minutes during the day and 136 minutes during the night.
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 zone 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.
t 6-2
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PRELIMINARY 6.2 -SELECTED SPECIAL FACILITIES EVACUATION TIMES 4
THIS SECTION WILL BE SUBMITTED IN SEPTEMBER 1985 4
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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 t
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 l
6-4
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 assuming 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.11 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.
6-5
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e PRELIMINARY TABLE 6-1 SuletARY OF EVACUATION TIME ESTIMATES SuletER Genersi Pubiic Evacuation Times (minutesif31 Poputation f21 Vehicles Davtime Niehttime-Primary Evacuation Daytime Niehttime slorea1 Adverse Noreai Adverse Zone f11 Daytime Niehttime 11,469 6,484 5,338 2,686 176 209 88 92 0-2 mi1e A,8 13,437 8,340 5,257 177 211 114 136 0-5 mile A,8,c 19,227-11,989 6,974 5,517 2,852 176 209 88 92 0-5 mile A,8,0 14,374 9,104 6,357 3,589 176 209 88_ 92 0-5 mile A,B,E 12,276 7,559 4,703 176 209 114 136 0-5 mile A,8,F 17,671 34,642 26,937 13,762 9,944 177 211 .114 136 0-10 mile A-F,G 30,177 23,662 12,208 8,792 176 209 114 -136 0-10 mile A-F,H 22,915 11,946 8,530 176 209 114 136 0-10 mile A-F,I 29,430 25,728 13,703 9,529 .176 209 114 136 0-10 mi le A-F,J 33,839 32,224 16,342 11,766 177 211 114 136 Full EPZ A-J(4) 41,525 910TES:
(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 3.1.
(3) All times have been rounded to nearest minute.
(4) Full EPZ A-J scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1. This analysis verifies the appropriateness of the selection of the primary evacuation zone boundaries used in the other analyses.
1 of 1
PRELIMil6ARY -
TABLE 6-2
SUMMARY
OF EVACUATION TIME ESTIMATES WINTER Cenera l Public Evacuation T mes (minutes 1f31 Prima ry Evacuation Pooulation (21 Vehicles Dayt me Nichttime Zone (1) Daytime Nichttime Dayt i me Nichttime No rma l Adverse No rma l Adverse 0-2 mile A,8 10,803 6,359 4,764 2,626 176 209 88 92 0-5 mile A,B,C 18,567 11,787 7,240 4,600 177 211 114 136 0-5 mile A,B,D 11,385 6,839 4,949 2,789 176 209 88 92 0-5 mile A,B,E 13,884 8,689 5,720 3,432 176 209 88 92 0-5 mile A,B,F 13,485 12,131 7,131 4,636 176 209 114 136 0-10 mile A-F,G 35,470 24,927 12,638 9,159 177 211 114, 136 0-10 mile A-F,H 31,541 21,692 11,246 8,028 176 209 114 136 0-10 mile A-F,I 30,488 20,945 10,935 7,766 176 209 114 136 0-10 mile A-F,J 33,848 23,278 12,283 8,618 176 209 114 136 Full EPZ A-J(4) 41,611 29,734 14,858 10,834 177 211 114 136
!LGIfS:
(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.
(4) Full EPA A-J Scena rio is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1. This analysis verifies the appropriateness of the selection of the primary evacuation Zone boundaries used in the other analyses.
1 of 1
9 PRELIMINARY TABLE 6-3 SELECTED SPECIAL FACILITIES EVACUATION TIMES f
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, THIS TABLE WILL BE SUBMITTED IN SEPTEMBER 1985 f
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TABLE 6-4 l 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 f 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.
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PRELIMINARY SECTION 7 CONCLUSIONS AND RECOMMENDATIONS
7.1 CONCLUSION
S 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 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> in most situations. The longest daytime evacuation time estimate for the 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 for 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 under normal and adverse weather conditions. It should be noted, however, that for 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
i PRELIMINARY l
l l
results indicate that traffic queuing does occur in The NETVAC2 model Coal City at the intersection of Route 113 (Division Street) and Broadway for all evacuation scenarios involving this area. Model of results also indicate traffic queuing along Route 53 in the vicinity 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 as shown on Figure 7-1. This queuing Braidwood Station in Gardner results primar'ily from the traffic congestion associated with the Braidwood Unit 2 construction (daytime only) work force at Braidwood this situation will be alleviated in 19G8, when the Station. However, No traffic Braidwood Station construction workforce will be withdrawn.
queuing at these locations has been predicted for any of the nighttime at scenarios when there is no significant Unit 2 construction workforce Braidwood Station.
7-2 I
i i
r PRELIMZNARY l
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 traffic control measures could be considered to alleviate the potential predicted at the following points of congestion:
. Intersec.lons 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 Edison Operating Procedure for IPRA, Braidwood Volume VII, Commonwealth 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, 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 Haterial 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.
11. Transportation and Traffic Engineering Handbook, The Institute of Transportation Engineers, 1976.
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APPENDIX A NETVAC2 DESCRIPTION i
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l APPENDIX A NETVAC2 DESCRIPTION This Appendix describes the general structure of the NETVAC2 Model and three of its major features the dynamic route selection, the priority and the capacity treatment of flow at unsignalized intersections, calculation.
General Structure the main program, NETVAC2 is organized in four basic units (procedures):
This section the data procedure, the preprocessor, and the simulator.
The main program briefly explains the functions of each of these units.
It starts by calling on the data controls the entire execution.
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 This subroutine uses a special list processing to be used in the run.
technique to store the network; the link list is stored with both 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 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 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
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f the number of reach the intersection during a simulation interval and vehicles that can be loaded onto a link from the intersection. The approach capacity, on the other hand, limits the number of cars that can actually move through the intersection. Vehicles that reach the I
intersection but cannot move through it are assigned to a queue.
includes two separate procedures, the link pass The NETVAC2 simulator The link pass handles the flow on the links while and the node pass.
the node pass handles the transfer of flow from link to link.
Dynamic Route Selection use a pre-specified set of turning movements at each NETVAC2 does not intersection; instead, the turning movements are determined at each simulation interval as a function of the changing traffic conditions and Drivers approaching an intersection are assumed direction of the links.
to make a choice of outbound (away from the intersection) links based on This, in turn, is a how fast this outbound link can get them to safety.
function of the direction of the outbound links (away from the nuclear Outbound links.
plant or hazard area) and the traffic conditions on che The route selection procedure used in NETVAC2 reflects the two above-mentioned choice criteria through a user-supplied " pre ference 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 the relative 'a priori' link at some intersection. In other words, A-4
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preference of link j is PF jk xPF where k the sum goes 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 a given intersection at (simulated) time t, P (t), is determined as a function of the preference factors and the speeds on all the cutbound links are:
PF3 x U (t) j(t) = g kPFk x Uk (t) where U j(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 P3 (t)s are computed for each incoming link separately due to turning prohibitions from some links into some other links (a reference to the incoming ~ link was omitted from the notation of the 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 l
i 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 l
of the intersection. During the simulation, traffic coming in from all 1
l primary priority links is assigned to the intersection first, subject
~
only to the intersection capacity constraints. Lower priority traffic, on the other hand, is restricted by both the capacity of the intersection and the effect of the higher priority traffic.
The capacity of the secondary priority approaches is a function of the gap acceptance behavior of the minor approach drivers and the headway distribution in the primary approaches' flow. To model the capacity of secondary priority approaches, a capacity allocation problem procedure is utilized. The secondary priority approaches emit traffic only under one of the following conditions: first, if there is residual intersection capacity from the primary priority traffic, flow can be emitted into the intersection from the secondary priority road . subject to the residual capacity constraint. Second, if the residual capacity is zero, NETVAC2 provides some small capacity for the lower priority approaches to allow for " sneak-in" effects.
Note that the priority trea tment applies only to unsignalized intersections and that both types of approaches (primary and secondary A-6
priority) are treated identically in the model in all respects except for the'added constraint on the flow from secondary priority approaches. l 1
i Capacity Calculations The- capacity of a transportation facility is the maximum flow that can go through the facility. NETVAC2 determines capacity in two stages:
first, the preprocessor assigns a section capacity and an approach capacity to each link in the network. Second, approach capacities are updated throughout the simulation depending on the conditions at certain points in the simulation.
The capacity calculations are based on the Highway Research Board's Highway capacity Manual (HCM). Following this reference, the section capacity is calculated in the preprocessor for links with and without physical separation between opposing directions while the approach capacity is calculated as c function of the physical conditions (width, parking, turning pockets, etc.), environmental conditions (area type, peak hour and load factors), traffic characteristics (traffic mix and i percentage of turning movements), and approach type. Derivations of L
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 approach capacity continuously in order to reflect the changing vehicular movements resulting from the dynamic route selection. The l
A-7
l capacity of the 1.th approach coming into an intersection at simulation interval t, C g(t) is given by:
Cf (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 4 right turning movements, respectively. These correction factors are a function of the percent of turning traffic, the approach width, and parking allowance, as suggested by the HCM. These factors do not apply when the turning traffic is using special turning lanes or turning pockets.
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PRELIMINARY l
APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION O
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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 Carbon Hill Road, McArdle Street, Seventh Street, and 10*
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 113H 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 ISSN 33* On and Off Ramps to Route 155S B-2
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 45* Route 113 and Essex Road 46* Route 113 and Route 53 47 Route 113 and Route 129 48* Johnson Road and Route 129 49* Johncon 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 Street, and Kahler Road 64 Route 53 and Kankakee Street 66* Kankakee Street and Kankakee River Road B-3
PRELIMINARY APPENDIX B (Cont)
Node Location 68 , Route 129 and Route 155 69* Route 53 and BPS access road (new) 70 Route ISS north of Kankakee River (Des Plains Conservation) 71 Route I55 near Route 19 (Des Plaines Conservation) 72 Route 155 near (North of) Route 113 (N of Braidwood) 73 Route ISS north'of Route 12 (SW of Braidwood) 74 Route ISS south of Route 12 (Braidwood) 0 75 Route I55 south of Route 272 (Braceville) 76 Route 55 south of Route 293 (Gardner) 100* Berta Road and Reed Road 101 Route 155 and Route 12 102 Kennedy Road and Washington Street 103* Kennedy Road and Division Street 104* Route 113 (Main Street) and South Division Street 105 Braceville Road and Berta Road 106* Braceville Road and Hitchell Road 107 Mitchell Road and Route 129 108* Mitchell Road and Route 53 109* Route 129 and Carbon Hill Road 110 Route 53 and Storm Road 111 Route 129 and Route 53 112 Route 292 and Route ISS '
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B-4
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PRELIMZNARY l
APPENDIX B (Cont)
Node Location 113* ,Gorman Road and Ga,rdner 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 County 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), 2nd 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 804** Route 113 and Will/Kankakee County Line 805** Smith Avenue and W1000N 806** Route 17 beyond EPZ 807** Route 17 beyond EPZ 808** Campus Road and Route 17 809** Route 53 beyond EPZ 810** Route I55 beyond EPZ 811** Route 292 (Gardner Road) and Route 47 812** Grand Ridge Road and Route 47 813** Route 13 and Route 47 S14** Route 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 APPENDIX C ,
i NETVAC2 COMPUTER OUTPUT i
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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 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:
I 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 preferenc,e or movement along each outbound link in terms of percentage. Preferences are initially assigned based upon free-flow conditions. Actual route assignments are calculated by the program, considering the assigned preferences as well as speed, density and capacity relationships.
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.
1 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.
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r 3 DEAR CITIZEN

We are providing this booklet to you, in cooperation with your state and local governments, because one of our nuclear generating facilities, Braidwood Station, operates in the area where you live, work or are visiting. We want you to know about the plans that have been developed for your safety in the event of a serious accident at this facility. ,
We have never had a serious accident, and it is unlikely that we ever will.
But as with any potential emergency, your safety could depend on your preparedness.
Please- read this booklet carefully. Remember what you read. Although this information focuses on a potential nuclear facility emergency, much ofit is useful for any major emergency. So try to keep this booklet where you can later find it and refer to it. On the page at the right is a summary of what you will find inside.
We encourage you to share and discuss the information in this booklet with members of your household. We also encourage employers to advise their employees of this information. Extra copies of this booklet are available upon request.
If you would like additional booklets or additional information, please write to Communications Services, Commonwealth Edison, P.O. Box 767, Chicago, Illinois 60690. Or you may write to one of the Emergency Services ollices listed at the end of Section 6.
Commonwealth Edison Y )
t I
- _ _ ____ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~
Here is a summary of what you will find inside:
IF YOU HEAR A SIREN SOUNDING -
IF OFFICIALS SAY TO TAKE SHELTER INDOORS
@+ , IF OFFICALS SAY TO EVACUATE Vw MAP: AFTER YOU RECEIVE g EMERGENCY INFORMATION
(
(g, WORDS TO THE WISE W
i !
YOUR AREA'S EMERGENCY PLAN
?
e -
pt'; NUCLEAR POWER PLANTS V
1 RADIATION i
PEOPLE WITH SPECIAL NEEDS I
IF YOU HEAR A SIREN SOUNDING ~ f.l/.,ljj 3= .:. '
e A LOUD, CONTINUOUS SIREN - holding its pitch for 3 minutes or more, may mean that the Public Notification System has been activated. To find out...
O CHECK IT OUT- is it only a test-? In lilinois, siren tests occur on the first Tuesday of each month at 10:00 or 10:30 am. If you're not sure, assume it's REAL. A real warning could mean a number of things: fire, tornado, chemical spill, nuclear accident. To find out...
e TUNE TO ONE OF THESE RADIO STATIONS:
AM 1340 - WJOL FM 96.7 - WLLI l or, tune to other radio stations serving this area.
l This is your best source of information and instructions.
1 e YOU WILL BE GIVEN INFORMATION AND INSTRUC-TIONS if there is a real call for concern. Respond promptly to all instructions. If officials say to take shelter indoors or evacuate, refer to the sections following and to the MAP in the middle of this booklet.
e DO NOT USE THE PHONE unless you have a special emergency right where you are. Leave lines open for emergency workers.
i
IF OFFICIALS SAY TO 4 TAKE SHELTER INDOORS ' I% >
U .
O GO INDOORS and STAY INDOORS 9 CL'OSE all DOORS and WINDOWS O SHUT OFF systems that draw in outside air, such as:
- furnaces - fireplaces -
air conditioners e STAY TUNED to one of the radio stations listed on the previous page. This is your best source of up-to-the-minute information and instructions. .
l 9 DO NOT USE THE PHONE unless you have a special emergency right where you are. Leave lines open for emergency workers.
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IF OFFICIALS SAY TO EVACUATE ( ,
l V e REMEMBER " Evacuate" does NOTrnean"run foryour life." It is a precautionary move that might be recom-mended to minimize risk to you. This can work properly only if you act SAFELY, CALMLY, and DEllBERATELY.
8 GATHER THE PEOPLE in your home TOGETHER. If you have children or others at schools, hospitals, overnight
~
campgrounds or nursing homes, DO NOT try to pick them up. These facilities will be following their own evacuation procedures, and you would probably miss connections. STAY TUNED to one of the radio stations listed earlier for information on where persons are being moved. Students, patients and nursing home residents will be accompanied by Staff to relocation centers. Their needs, including medical needs, will be provided for until they are reunited with their families.
e if you are disabled and have previously notified officials, special services will be provided for you. If officials do not know you are disabled, notify them overthe special emergency phone numbers that will be broadcast on the radio.
e DO NOT USE THE PHONE unless you have a special I emergency right where you are. If you have a special emergency, use the special emergency phone numbers that will be broadcast on the radio.
EVACUATE THE PEOPLE in your ho Leave when advised and gomewhere TOGETHER. advised F ll directions given on the RADIO. The MAP o ow the in th e middle of this booklet will be of help. DO NOT aw RUSH L enforcement agencies will maintain e,vac- security in uated areas, and will provide traffic control O
PLAN FOR TWO DAYS AWAY .
ock things from home up and turn things off as you would e end for a we k checklist below. vacation. Bring essential n the items such
(~ .
CHECKLIST:
O MEDICAL SUPPLIES (prescriptions, first aid)
O MONEY (cash, credit cards, simportant doc O dental, PERSONAL HYGIENE ITEMS (washing sha eye care, sanitary) ,
O CLOTHING O BABY NEEDS (formula, diapers, favorite toy)
O PORTABLE RADIO and batteries O
flashlight, bags, can openerMISCELLANEOUS u
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. - r E' EMERGENCY IN FORMATION q yd,. r . _
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- 9 KNOWYOUR LOCATION on this map.
Mark it with a pen.
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0 Some of the PRINCIPAL ROUTES and jf'6 (3. DESTINATIONS that have been PRE-l PLANNED are:
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53) , - O AURORA via ILL 59 north, then Aurora Ave. west
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, WORDS TO THE WISE- -
BE PREPARED ( /
W You never know when you might have to leave your home on short notice, for a variety of reasons. A severe nuclear plant accident is only one remote possibility. Floods, fires, tornadoes, chemical spills, and family emergencies could also occur. That's why it pays to prepare now to make things easier later.
Here are four sensible ways to prepare for any emergency.
1. Keep emergency gear in a special drawer or other place that the whole family knows. A portable radio and flashlight with extra batteries, first aid supplies, extra sets of car keys, and other items will then be handy if the need arises. Keep this booklet there, too. Be sure you have marked your location on the map on the previous page.
2. Keep your important papers together in a safe place. Then you can find them quickly in an emergency.
3. Have a list of things you want to take if you must leave home quickly.
Post the list by the back door or other convenient spot. Make sure you keep a supply of the items you listed.
4. Keep your car in good running order. Fill your gas tank whenever it gets down to half. If you don't have a car and require transportation, fill out and mail the card on the inside back cover of this booklet.
e EVACUATE THE PEOPLE in your home TOGETHER.
Leave when advised and go where advised. Follow the l
- directions given on the RADIO. The MAP in the middle
of this booklet will be of help. DO NOT RUSH. Law enforcement agencies will maintain security in e,vac-usted areas, and will provide traffic control.
O PLAN FOR TWO DAYS AWAY from home. Lock things up and turn things off as you would for a weekend vacation. Bring essential items such as those on the checklist below.
r m CHECKLIST:
O MEDICAL SUPPLIES (prescriptions, first aid)
O MONEY (cash, credit cards, important documents)
O PERSONAL HYGIENE ITEMS (washing, shaving, dental, eye care, sanitary)
O CLOTHING O BABY NEEDS (formula, diapers, favorite toy)
O PORTABLE RADIO and batteries O MISCELLANEOUS USEFUL ITEMS: matches, flashlight, bags, can opener t
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6 YOUR AREA'S EMERGENCY PLAN O
s Emergency planning means being prepared. from the plant. Then, they could stay with This applies to each of us personally and to all of friends or relatives, or at specified " relocation the organizations up the scale. It begins right at centers',' until advised to return. Special pro-home or at work and extends upward to higher cedures have been developed for people in levels as needed. For example, if you cut your schools, hospitals, nursing homes and other Snger, you can probably handle the situation by institutions.
yourself; for a serious injury you would call in outside help, such as a doctor or paramedic A Public Notification System with outdoor team. warning sirens has been installed within the Emergency Planning Zone. It was designed to The same idea applies to our governmental warn the public of a serious problem at Braidwood organizations. Your city or village can usually Station, but it may be activated for other emer-handle most local emergencies such as fires, but gencies as well. The sirens are tested each if things get too severe or widespread they may month. In an emergency, the sirens signal the call on the county for assistance. Similarly, public to tune to a local radio station for counties may call on the State for bigger emer- information.
gencies such as tomadoes, and States may call on the Federal government for a major disaster If a serious problem occurred at Braidwood such as widespread flooding. Station, government officials would be notified immediately over " hot-line" telephones right Your municipal, county, and state govern- from the plant control room. This would start the ments have plans for responding to all types of emergency plans rolling, with all authorities emergencies. One set of plans applies to nuclear being kept up-to-date on plant conditions. State power plant accidents. In Illinois, this is the and local officials would then determine what, if Illinois Plan for Radiological Accidents (IPRA). anything, the public should do.
These plans devote specific attention to Their advice would be given to the news people within 10 miles of the nuclear power media, along with continual reports on plant plant, in the Emergency Planning Zone, or conditions directly from Commonwealth EPZ for short. For example, there are proce- Edison. Locat radio stations would transmit this dures for sheltering and for evacuating people in information to you on the Emergency Broadcast this area. If evacuation should ever be needed, System. This is your best source of up-to-the people would be asked to go to pre-designated minute information (traffic reports, shelter loca-registration centers in towns 1 S to 20 miles away tions, evacuation directions, etc.).
l
In most cases, these actions would begin well we pretend that a serious problem has occurred before the problem actually affected the public. and go through the emergency procedures. You Chances are that an emergency involving public can usually read about these exercises in the actions would never develop, but specially- newspaper when they occur.
trained personnel are ready for action --- just in case. If y u have questions regarding your area's emergency plan, call or write one of the offices To make sure that the emergency plans work, listed below. They can also help if you have they are tested periodically at each nuclear special needs that relate to emergencies.
power plant. This is called an exercise, where F 7 Will County Emergency Services and Disaster Agency 14 West JefTerson Street, Joliet, IL 60433 (815) 727-8751 Grundy County Emergency Services and Disaster Agency 111 East Washington Street, Morris, IL 60450 (815) 942-9024 Kankakee County Emergency Services and Disaster Agency 400 E. Merchant Street, Kankakee, IL 60901 (815)937-8255 l Illinois Emergency Services and Disaster Agency 110 East Adams Street, Springfield, IL 62706 .
L J t
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,e,,e, NUCLEAR POWER PLANTS [
"T V -
Commonwealth Edison generates electricity fuel rods that are arranged into fuel assemblies.
for people in northern Illinois using power plants These assemblies stand vertically in a round at thirteen locations. Four of these use uranium cluster called the core. The core is encased in a as fuel; they are nuclear power plants. These very thick steel capsule, or vessel. The whole four plants produce as much electricity as all of assembly is called a reactor. Since a very dilute Edison's coal power plants, or almost half of all form of fuel is used, a reactor could never the electricity Edison generates. But for northern explode like an atomic bomb, no matter what Illinois to have a bright economic future, plans went wrong with it.
must be made to assure that we continue to have adequate supplies of electricity. Edison's plans When any fuel is used to make energy, some include two new power plants, both nuclear, waste products result. Coal power plants have which will become operational over the next few smoke, slag and ashes as waste. Nuclear power years. These will help provide the generating plants collect wastes right in the fuel pellets, capacity to support economic growth for nonhern rather than releasing them to the environment.
Illinois through the rest of the century, These waste products could be hazardous and must be kept sealed away from our environment.
All large power plants work by boiling water to make high pressure steam, which spins tur- This is why the uranium fuel pellets are sealed bines connected to large electric generators. The inside the fuel rods and the fuel rods are sealed big difference between nuclear and coal power inside the reactor. Even the whole reactor, with plants is that a nuclear plant splits uranium all ofits piping, pumps, and other systems, is atoms, instead of burning coal, to make heat to sealed again inside an ainight steel and concrete boil the water. building called a containment.
Uranium is a very concentrated fuel. One It is not likely that this triple safety seal could uranium pellet (the size of a person's fingertip) be penetrated. But ifit were, some of the waste can release as much energy as half a ton of coal. products could escape to the environment.
Uranium pellets are stacked inside long, thin These wastes are radioactive, which means that each waste particle emits radiation.
1
( -
RADIATION 'O It takes radiation doses of over 20,000 milli-Radiation is energy that can travel through the air, such as light, heat, and radio waves. One rem, received within a day, to produce identi-type, nuclear radiation, comes from radio. fiable efTects in the body. Very large radiation active material, which is part of everything in us doses (over 100,000 millirem) may be directly and around us. Nuclear radiation, like radio harmful or even deadly if received over a day's waves, is invisible, silent, tasteless, and odor- time, but the same doses stretched over many less. Just as a photographer measures light levels years may not. Federal regulations allow work-with a light meter, radiation workers measure ers at U.S. nuclear facilities to receive up to nuclear radiation with special instruments. 5000 millirem of radiation in the course of a year's work.
Like many things in our lives, radioactive material has the potential to harm people if handled carelessly. But decades of experience Radiation levels are constantly monitored have shown that the safe application of radio. both inside and outside each nuclear facility, active material, in medicine and industry as well These measurements show that a person living as in electricity production, can benefit our for an entire year right at the fence of an average society. nuclear power plant would receive less than 1 millirem of radiation, about the same as an The amount of radiation dose a person ab- airline passenger receives flying from Chicago sorbs is measured in millirem. The average to Los Angeles.
Illinois citizen gets from 60 to 120 millirem of radiation each year from the natural environ-ment. This is called natural background radia. If a nuclearplant accident were ever to occur, tion. In addition, each year the average person teams of specially-trained personnel would be receives about 70 millirem from medical and sent to get even more detailed radiation readings dental X-rays and other procedures, and about all around the plant. In most cases, there would 25 millirem from the naturally occurring be no excessive radiation. But if the accident radioactive atoms in his or her own body. were serious, and could expose members of the public to 1000 millirem or more of radiation, There are no identifiable health effects from state plans call for protection of the public by these low levels of radiation, but scientists taking shelter indoors or by evacuation. ,
believe that any amount of radiation, no matter how small, carries some risk.
l PEOPLE WITH ,
SPECIAL NEEDS Your local authorities should know if you or someone in your household has special needs that may be impo'rtant during an emergency. This information would be kept confidential.
Circle YES or NO for the questions on the back cover. If any answers are "YES", make sure to write in a phone number where you can be reached. Then, tear out and mail the card. An ofTicial emergency planning representativd will then contact you to review your special needs.
If you wish, you may instead contact one of the offices listed at the end of section 6.
PLEASE ANSWER QUESTIONS ON BACK COVER.
NEC SSARY
'" 0 !
l UNITED STATES IFANYANSWERS ARE "YES"hND TEAR OUT BUSINESS REPLY CARD
$PRINCFIELD, IL MAILTHISCARD. FIRST CLASS PERMIT NO.1480 POSTAGE WILL BE PAID BY ADDRESSEE PUBLIC INFORMATION OFFICE Illinois Emergency Services & Disaster Agency 110 East Adams Street Springficid, IL 62706 i
. ; ~ ;w . -
- g Commonwealth Edison BULK RATE P.O. Box 767 U.S. POSTAGE Chicago, Ill,inois 60690 PAID :.
Chicago, Illinois 'I Permit No.115 Circle YES or NO for the questions below. If any answers are !
j "YES", make sure to write in a phone number where you can be reached. Then, tear out and mail the card. No postage is required. An i '
j official emergency planning representative will then contact you to review j
your special needs. :
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