ML20151U801
| ML20151U801 | |
| Person / Time | |
|---|---|
| Site: | Braidwood  |
| Issue date: | 01/31/1986 |
| From: | COMMONWEALTH EDISON CO. |
| To: | |
| Shared Package | |
| ML20151U787 | List: |
| References | |
| NUDOCS 8602110110 | |
| Download: ML20151U801 (130) | |
Text
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PRELIMINARY, REV.1 EVACUATION TIME ESTIMATES WITHIN THE PLUME EXPOSURE PATHWAY l EMERGENCY PLANNING ZONE l
FOR THE
( BRAIDWOOD NUCLEAR GENERATING STATION l
l l
l l
COMMONWEALTH EDISON COMPANY l f$'E'50S?8$88gi p ,
1 l JANUARY 1986 i i
- .4 PRELIMINARY, REV. 1 EVACU;. TION TI!!E ESTI!!ATES WITHIll THE PLUME EXPOSURE PATHWAY E!!ERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION COMI!O!IWEALTH EDISON COMPANY JANUARY 1986
PRELIMINARY, REV. 1 EVACUATION TIME ESTIMATES-WITHIN THE PLUME EXPOSURE PATHWAY EMERGENCY PLANNING ZONE FOR THE BRAIDWOOD NUCLEAR GENERATING STATION TABLE OF CONTENTS J -Section Title Page 1 INTRODUCTION, .. ....... . . . . . . . . . . . . . . . . 1-1 1.1 PURPOSE. . .. . . . . . . . . . . . . . . . . . . . . . . 1-1 1.2
SUMMARY
. .. . . . . . . . . . . . . . . . . . . . . . . . 1-3 1.3 SCOPE. . . .. . . . . . . . . . . . . . . . . . . . . . . 1-6 2' EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS. . . . . . . . 2-1 2.1 EVACLATION STUDY AREAS . . . . . . . . . . . . . . . . . . 2-1~
2.2 PRIMARY EVACUATION ZONES . . . . . . . . . . . . . . . . . 2-2 2.3' EVACUATION SCENARIOS . . . . . . . . . . . . . . . . . . . 2-4 2.3.1 Seasonal and Diurnal Parameters. . . . . . . . . 2-4 2.3.2~ Weather Parameters . . . . . . . . . . . . . . . 2-5 3 DEMOGRAPHIC AND VEHICLE DATA . . . . . . . . . . . . . . . . . . 3-1 3.1 SUMMER SEASON POPULATION DATA. . . . . . . . . . . . . . . 3 3.1.1- Summer Daytime Data . . . . . . . . . . . . . . . . 3-4 3.1.2 Summer Nighttime Data . . . . . . . . . . . . . . . 3-4 3.2 WINTER-SEASON POPULATION DATA. . . . . . . . . . . . . . . 3-5 3,2.1 Winter Daytime Data . . . . . . . . . . . . . . . . 3-5 3.2.2 Winter Nighttime Data . . . . . . . . . . . . . . . 3-5
~3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA . . . . . 3-6 4
3.4 'SPECIAL EVENTS' POPULATIONS . . . . . . . . . . . . . . . . 3-7 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS. . . . . . 4-1 4.1 GENERAL POPULATION EVACUATION TIME EST1 MATES . . . . . . . 4-1 4.1.1 Evacuation Time Estimates Methodology. . . . . . 4-2 i
':t
f PRELIMINARY, REV. 1 TABLE OF CONTENTS (Cont)
'Section. Title Page 4.1.2 Public Response Times and Network Loading Rates. . . . . . . . . . . . . . . . . 4-4 4.1.3 Assumptions Used in Developing the Evacuation Time Estimates . . . . . .. . . . . . . . . . . 4-7 L
4'. 2 SPECIAL FACILITIES EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS. . . . . . . . . . .. . . . . 4-10 4.3 SPECIAL EVENT. EVACUATION TIME ESTIMATES METHODOLOGY ,
AND ASSUMPTIONS. . .... . . . . . . . . . . . . . . . . 4-12 I 5 . EVACUATION POAD NETWORK DESCRIPTION. . . . . . . . . . . . . . . 5-1 1 15 . 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; 'SPECIAL FACILITIES EVACUAT' ION 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 . APPENDICES A -NETVAC2 DESCRIPTION B - EVACUATION NETWORK HODE IDENTIFICATION C - NETVAC2 COMPUTER OUTPUT
-Annex A - Evacuation Feasibility Analysis for Schools,. Nursing Homes, and Senior Citizen Centers Within the
.Braidwood Station EPZ . . . . . . . . . . . . . . . . . . A-1 11 s
l, . .. . . -. . . . . . .
r -- . - - - - - - - - - - - - - - - - - - - - - - - -
PRELIMINARY, REV. 1 LIST OF TABLES Table Title 1-1 Evacuation Time Estimates - General Public Evacuation Times 2-1 Local Communities by Evacuation Study Area 3-1 Demographic and Vehicle Data by Evacuation Study Area 3-2 Recreational 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, Senior Citizen Centers, and Hotels 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 . Evacuation Confirmation Times by Primary Evacuation Zone iii I i
PRELIMINARY, REV. 1 LIST OF FIGURES Figure Title 1-1 Braidwood Station Site Vicinity 2-1 Evacuation Study Areas l
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 Dis *ribution by Compass Sector - Winter Day 3-8 Vehicle Distribution by Compass Sector - Winter Day 3-9 Population Distribution by Compass Sector - Winter Night 3-10 Vehicle Distribution'by Compass Sector - Winter Night 3-11 Special Facilities - Schools 3-12 Major Employers 3-13 Recreational Areas, Health Care Facilities, Senior Citizen Centers, and Hotels 4-1 Public Response Time Estimates 5-1 Braidwood Nuclear Generating Station Evacuation Road Network 7-1 Locations of Potential Queuing iv
PRELIMINARY, REV. 1 SECTION 1 INTRODUCTION This study presents evacuation time estimates for those portions of
-Illinois within the Plume Exposure Patl way i 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 t
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, REV. 1 The Braidwood Volume of IPRA is the detailed emergency operations plan for the Braidwood Station EPZ. Braidwood IPRA Standard Operating Procedures (SOP) 7-SOP-8, 7-SOP-9, and 7-SOP-10 provide the specific instructions for the implementation of evacuation as a protective response action.
1-2
PRELIMINARY, REV. 1 1.2
SUMMARY
The evacuation time estimates presented in this study were developed using the NETVAC2 traffic simulation computer model. Detailed site-specific evacuation road network and vehicle data and public response time distributions were used in NETVAC2 to dete rmine evacuation time estimates. For each of ten primary evacuation zones, evacuation time estimates for the general population within the Braidwood Station EPZ were developed for eight combinations of conditions: summer and winter seasons; daytime and nighttime; and normal and adverse weather. Results of the general population evacuation time estimates for these eighty scenarios, rounded to the nearest minute, are summarized in Table 1-1.
The computer analyses indicate that summer and winter evacuation time estimates are similar. Table 1-1 shows that for normal weather conditions in summer and winter, the general population evacuation time estimates for the full EPZ range from 177 minutes during the day to 114 minutes at night. In adverse weather, these time estimates range from 211 minutes during the day to 136 minutes for night time scenarios.
Evacuation time estimates for the general population were also prepared 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.
1-3
PRELIMINARY, REV. 1 The 0-5 mile estimates are slightly longer for some scenarios, primarily due to the larger number of vehicles in the 0-5 mile zones. Normal weather conditions result in a range of 176 to 177 minutes for the day to 88 to 114 minutes at night. The 0-5 mile adverse weather estimates range from 209 to 211 minutes during the day to 92 to 136 minutes at night.
In normal weather conditions, the evacuation times for the 0-10 mile primary evacuation zones range from 176 to 177 minutes during the day to 114 minutes at night. The adverse weather condition time est. mates range from 209 to 211 minutes for daytime to 136 minutes for nighttime scenarios.
In addition to an estimate of the time required to evacuate the general population, HUREG 0654, Appendix 4 requires that separate estimates be made of the times required to evacuate special facilities within the EPZ. Accordingly, schools, nursing homes, and senior citizen centers within the EPZ were analyzed in this study.
The special facility evacuation time estimates demonstrates that these facilities can be evacuated within the same time frame as that for the general population. These estimates were based on winter simulations for the general population, since schools are the most numerous special facilities in the EPZ. Results of the special facility evacuation time estimates are summarized in Annex A.
1-4
PRELIMINARY, REV. 1 In addition to evaluating special facility evacuation time _ estimates, several Special Event simulations were also undertaken. The results of these Special Event simulations are discussed in Section 6-4. It is impor. tant to note that, due to excess roadway capacity in relation to i
vehicle demand, these evacuation time estimates are relatively insensitive to changes in population. An increase to 300 percent of the summer daytime recreational trea populations results in an increase of only 7 minutes for the evacuation time estimate in the full EPZ summer day normal weather scenario.
The evacuation study has been prersred in close coordination with the State of Illinois Emergency Servic'- and Disaster Agency (ESDA) personnel responsible for the preparation of the Braidwood Volume of IPRA. This study was favorably reviewed by Will, Grundy, and Kankakee County and State of Illinois ESDA officials. Copies of this study were provided to these ESDA officials.
1-5
l l ' PRELIMINARY, REV. 1 1.3 SCOPE This study was prepared pursuant to the recommendations of NUREG-0654/ FEMA-REP-1, Rev. 11, Appendix 4, Evacuation Time Estimates t
within the Plume Exposure Pathway Emergency Planning Zone, the current regulatory guidance for preparing evacuation time estimates. Section 2 presents the evacuation study areas and evacuation scenarios. Section 3 discusses the various demographic and vehicle data utilized in this 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. Appendix A is a description of the NETVAC2 Model. Appendix B is a presentation of evacuation road network nodes. Appendix C presents the NETVAC2 network listing. Annex A is an evacuation feasibility analysis for schools, nursing homes, and senior citizen centers within the Braidwood Station EPZ.
)
1-6
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l PRELIMINARY, REV.- 1 TABLE 1-1 EVACUATION TIME ESilMATES GENERAL PUBLIC EVACUATION TIMES (1)
Summerf31 WinterJf !J Pr i ma ry Day 1Lme Nightt_ime DayM me tijg t]t t i me Evacuajion Zone (2) Normal Adve rse No rma t Ad ve rse Normal Adverso No rma l Adverse 0-2 mile A,8 176 209 88 92 176 209 88 92 0-5 mile A,B,C 177 211 114 136 177 211 1 184 136 0-5 mito A,B,0 176 209 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 C 177 211 114 136 177 211 114 .136 l 0-10 mile A-F,H 176 209 1 184 136 176 209 114 136 i 0-10 mile A-F,1 176 209 114 136 76 209 '.14 135 0-10 mile A-F.J 176 209 114 136 176 209 1 114 136 Full EPZ A-J(5) 177 211 1 184 136 177 211 1184 136 NOTES:
(1) Times have been rounded to nea rest minute.
(2) See figure 2-1 for evacua tion study a rea locations.
(3) As discussed in Section 3.1.
(4) As discussed in Section 3.2.
(5) Full EPZ A-J Scenario is analyzed in accordance with the guidance of Appendix 4 of NUREG-0654/ FEMA-REP-1, Rev. 1. This analysis verifies the appropriateness of the selection of the primary eva cua t i on zone bount tries used in the other analyses.
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PRELIMINARY, REV. 1 1 SECTION 2 EMERGENCY PLANNING ZONE AND EVACUATION SCENARIOS 2.1 EVACUATION STUDY AREAS i 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, REV. 1 l 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 Str.dy 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 EP!;, Evecuation 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, REV. 1 Evacuation time estimates have been developed for each of these primary evacuation zones for the conditions discussed in the following sections. 2-3
PRELIMINARY, REV. 1 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 at the recreational areas. 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 the permanent resident, nighttime employee, and applicable transient and 2-4
l l PRELIMINARY, REV. 1 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 the purposes of this study, adverse weather conditions are assumed to reduce road capacity to 80 percent of normal weather capacity, and include conditions that may impair visibility and/or traction, such as light snow, icing, rain, or fog. Transportation studies 5 and the opinions of recognized traffic experts 6 indicate that such conditions can reduce road capacity to 76-92 percent of normal weather capacity. Review of the Braidwood area meteorology reveals that these weather conditions are encountered about 10 percent of the time.7 It is important to note that this study does not suggest that evacuations will or should occur under all adverse weather conditions. Under certain extremely adverse weather conditions where evacuation may be infeasible, the alternative protective action of sheltering would be recommended.8 2-5
PRELIMINARY, REV. 1 TABLE 2-1 LOCAL COMMUNITIES BY EVACUATION STUDY AREA Study Evacuation Area County Area (1) Local Communities 0-2 Miles Will A Braceville Twp., Braidwood 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 Wilmington, Custer Park Northeast 2-5 Miles Kankakee D Essex Southeast 2-5 Miles Grundy E Greenfield Twp., Braceville Southwest Twp., Gardner, South Wilmington, East Brooklyn 2-5 Miles Will F Braceville Twp., Diamond, Northwest Coal City, Carbon Hill 5-10 Miles Will G Wilmington Twp., Wesley Twp., Northeast Florence Twp. 5-10 Miles Kankakee H Salina Twp., Essex Southeast Twp., Reddick, Union Hill 5-10 Miles Grundy I Greenfield Twp., Garf.b.ld Twp., Southwest 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. 1 of 1
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PRELIHfNARY, REV. 1 (- SECTION 3 DEMOGRAPHIC AND VEHICLE DATA Demographic data for this study was - derived from the official 1980 census data.' Additional information has been provided from field survey work, by State of Illinois Emergency Services and Disaster Agency (ESDA) personnel and from communications with Will, Grundy, and Kankakee County officials. The vehicle data were derived from the demographic data and the average number of persons per household in Will, Grui. ., and Kankakee Counties. The study assumes one vehicle per household. The number of registered vehicles in Will, Grundy, and Kankakee Counties supports this . assumption. Figures 3-1 through 3-10 present specific populatic- 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 study areas. The permanent resident population is comprised of 27,730 persons who reside within a 10-mile radius of Braidwood Station (including the communities of Hazon, Reddick, and Union Hill) plus an additional 366 persons who reside beyond 10 miles from Braidwood Station, but who are within the Braidwood EPZ. Figures 3-1 and 3-2 present the permanent (resident) population.and vehicle data by compass sector and distance. Tables 3-2 through 3-5 present various transient and special facilities populations. For the purpose of.this study, as 3-1
PRELIMINARY, REV. 1 required by NUREG 0654, Appendix 4, special facilities are those institutions or other population concentraticns which are transportation-dependent or may have other special concerns. Transient ( (non-resident) and special facilities populations include, as applicable, recreational areas, major employers, schools, health care facilities, senior citizen centers, and motels. Schools are shown on Figure 3-11. Figure 3-12 identifies the locations of major employers. Recreational areas, health care facilities, senior citizen centers, and motels within the EPZ are shown on Figure 3-13. This study identifies a summer daytime population of 41,595 persons. This figure was derived by adding the number of employee, transient, and applicable special facilities populations to the permanent resident population. The summer daytime period has the 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 41,764, 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, REV. 1
- Table 3-1 summarizes the population and vehicle data by seasonal period l
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 events 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. Since there are no public transportation systems in the EPZ, residents without vehicles would likely have developed some transportation options for general daily use and movement. Additionally, Standard Operating Procedure 7-SOP-8 of IPRA-Braidwood, Volume VIIs has a number of mechanisms for providing transportation assistance to individuals and/or groups during an emergency. IPRA-Braidwood Volume VII also has in place 7-SOP-12 by which a Mobility Impaired Transportation List for the Braidwood Station EPZ has been developed and is maintained by Will, Grundy, and Kankakee County officials so as to be available during an emergency. 3-3
PRELIMINARY, REV. 1 3.1 SUMMER SEASON POPULATION DATA The summer season, as defined by this study, extends from about !!emorial Day weekend through Labor Day weekend. There is a significant population influx during this season. The specific population combinations are discussed in the following sections. 3.1.1 Summer Daytime Data Summer daytime populations include recreational areas transients (e.g., campers and boaters, see Table 3-2), and applicable other special facilities (see Table 3-5), in addition to the employee (see Table 3-3) and permanent resident populations. Figures 3-3 and 3-4 present this data by compass sector for population and vehicles, respectively. 3.1.2 Summer Nighttime Data The summer nighttime populations include overnight transients (e.g., applicable recreational areas, see Table 3-2), and other special facilities populations (see Table 3-5), in addition to the nighttime employee (see Table 3-3) and permanent resident populations. Figures 3-5 and 3-6 present this data by compass sector for population and vehicles, respectively. 3-4
PRELIMINARY, REV. 1 3.2 WINTER SEASON POPULATION DATA The winter season, as defined by this study, extends from about Labor Day through Memorial Day. This seascn includes the non-tourist months when schcols are in session. The specific population combinations are f discussed in the following sections. 3.2.1 Winter Daytime Data Winter daytime populations include permanent residents, applicable recreational areas (see Table 3-2), schcol 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 resider ts. The winter nighttime populations and corresponding vehicle data are shown by compass sector on Figures 3-9 and 3-10, respectively.
3-5
l' PRELIMINARY, REV. 1 I.
-3.3 TRANSIENT AND SPECIAL FACILITIES POPULATION DATA.
'For the purpose .of this study, as ~ required by NUREG 0654, Appendix 4, special facilities are those institutions or' other' population concentrations which are transportation-dependent or may have other
~
special concerns. Transient and special facilities- include, as applicable, recreational areas, major employers, schools, health care facilities,-senior citizen centers, and motels. Population data for these facilities are shown on Tables 3-2, 3-3, 3-4, and 3-5, - respectively. The location .of schools within the EPZ are identified on Figure 3-11. Figure 3-12 identifies the locations of major employers. Recreational 1 areas, health care facilities, senior citizen centers, and motels within the EPZ are identified on Figure 3-13. 3-6
3 PRELI!!INARY, REV. 1 3.4 SPECIAL EVENTS POPULATIONS The Special Event populations associated with infrequent short-term activities or special events were identified. Included as a Special Event in this study is a special evacuation sensitivity analysis of transient populations at the recreational areas within the EPZ on a summer holiday to determine the sensitivity of the evacuation time estimates to recreational area populations. To generate the population data for the special evacuation sensitivity analysis of transient populations at recreational areas, the transient population data for the recreational areas within the EPZ, as identified in Table 3-2, were increased to'300 percent. This hypothetical scenario represents an upper bound for the population of these recreational areas as might be associated with a summer holiday weekend.
- The Special Event populations were added to the applicable permanent resident, employee, transient, and special facilities populations. The results of this Special Event analysis are presented in Section 6.3.
3-7
PRELIMINARY, REV, 1 TABLE 3-1 DEMOGRAPHIC AND VEHICLE DATA BY EVACUATION STUDY AREA (1) Summe r( 2 ) Winterf31 Evacuation Daytime t{Lghttime Daytime Nich_tlime Study A rea Populatoonill i Vehiclesf5) Popu l a t i on t 41 Vehiclesf5) fopulationf4) Vehicles (5) Population (5) yehiclesf51 A 8,692l 4,038 l 4,692 2,040 8.454 { 3,730 l 4,682 2,037 B 2,797 1,304 1,792 646 2,380 1,041 1,677 589 C 7,758 3,002 6,953 2,571 7,802 l 2,479 l 5,428 1,974 D 520 179 490 166 582 185 480 163 E 2,905 1.019 2,620 903 3,095 l 959 l 2,330 806 F 6,202 2,221 5,792 2,017 7,703 l 2,371 l 5,772 2,010 C 5,838 l 2,020l 4,598 1,601 5,608 l 1,907l 4,558 1,580 H 1,323 449 1,323 449 1,629 498 1,323 449 I 576 187 576 187 576 187 576 187 J 4,985 1,944 3,389 1,186 3,936 1,535 2,909 1,039 NOTES: (1) D7ta derived from the offical 1980 census data and field survey work as discussed in Section 3. (2) Refer to Section 3.1 for description of summer population combinations. (3) Refer to Section 3.2 for description of winter population combinations. (4) Data derived f rom Tables 3-2, 3-3, 3-4, and 3-5 and Figures 3-1, 3-3, 3-5, 3-7, and 3-9. (5) Data de rived from Tables 3-2, 3-3, 3-4, and 3-5 and assumptions in Sections 4.1.3. The data are presented on Figures 3-2, 3-4, 3-6, 3-8, and 3-10. 1 of 1
_ _...n.-, s
~
PRELIMINARY, REV. 1 TABLE 3 RECREATIONAt AREAS WITitlN THE-EMERCENCY PLANNING ZONE (1) Facility Direction / Study . T ran sien t No.I21 Mile Area Facilitv Name - Periods of Operation Population O.Ly !L gh_L 1 N/7-10 G Des Plaines Conservation Area Summer / Day and Night 685 20 Winter / Day and Night 250 20 2 -NrfW/8-10 J Coose t.ake Prairie State Pa rk Summe r/ Day 1000 0 Wi nte r/ 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/0-1 8 Chicago Beagle Club Summer / Day and Night 180 20 Winter / Day and Night 180. 20 5 hE/2-3 A Braidwood Recreatiots Club Suramer/ 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 / Gay and Night 40 10 7 N/3-4 C Ares #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 Wi nte r/ Day 20 0 10 SSW/4-5 E South Wilmington Firemen's Beach Summer / Day and Night 500 300 and Park Club Winter / Day and Night 40 10 11 NNE/4-5 C Will County Sportsmen's Club Summer / Day and Night 145 10 Winter / Day and Night 20 10 12 NNE/4-5 C Fossil Rock Recreat' ion 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 of 3 _ _ _ - .=__
PRELIMINARY, REV. 1 TABLE 3-2 (Cont) Facility Direction / Study . Transient No.(2) Mile Area Facility Name P(7iods or Operation Population DjLy gighJ Ii4 NNW/5-6 F Coal City. Area Club Summer / Day and Night 300 ~30 Winter / Day and Night '40 . 10 15 NNW/7-8 J Dresden Lakes Fishing Kamp Summer / Day and Night . 45 10 Winter / Day and Night 45 10 16 NW/8-9 J Rainbow Council Reservation Boy Summer / Day and Night 200 2n0 Scouts of America Winter / Day and Night 40 40 17 NNW/8-9 J Goose Lake Association Summer / Day and Night 40 40 Winter / Day and Night 40 10 18 N/4-5 C Lake Point Club Summer / Day and Night 1080 1080 Winter / Day and Night 60 60 19 N/9-10 G J.Y.C. Ma rina Summer / Day and Night 180 60 Winter / Day and Night 180- 10 20 E/1-2 B Bra idwood Fa i rways Gol f Course Summer / Day 60 0 Wi nte r/ Day 40 0 21 NE/5-6 ,C Wilmington Island Park District Summe r/ Day 100 0 Wi nte r/ Day 50 0 22 E/5-6 G isaac Walton League Summer / Day and Night 20 20 Winter / Day and Night 10 10 23 NNE/4-5 C Ponderosa Camping Area Summer / Day and Night 10 10 Winter / Day and Night 10 10 24 S/4-5 D Sun Recreation Club Summer / Day and Night 20 20 Winter / Day and Night 10 10 25 S/3-4 D Joliet Braidwood Hunting Club Summe r/ Day 10 0 Wi nte r/ Day 10 0 26 ENE/1-2 A Braidwood Dunes and Savannah Summer / Day 20 0 Forest Preserve - Winte r/ Day 20 0 27 NE/6-7 G Forsythe Woods Summer / Day and Night 70 20 Winter / Day and Night 70 20 2 of 3
PRELIMINARY, REV. 1 TABLE 3-2 (Cont) Facility Direction / Study T ra ns i en t No.(2) Mile A rea Facility Name Periods of Operation Population p_ay _N_1.1h t 29 NE/3-4 C Crow's Nest Club Summe r/ Day 10 0 Wi n te r/ Day 10 0 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 Codley Park District Summer / Day and Night 20(3) 0-Winter / Day and Night 20(3) O NOTES: (1) This information p rov i ded by State of lilinois ESnA I:ersonnel responsible for the development of IPRA, Braidwood Volume Vil ( 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) New facility; attracts neighborhood residents. 3 of 3 l i
~ ~-
PRELIMINARY, REV. 1 MAJOR EMPLOYERS WITHIN THE EMERCENCY PLANNING ZONE (1) Faci 1ity Directlon/ Study No.(2) Mile A teL Name of Employerf 4) No. of EmployeeM 3J pay Night 41 NW/4-5 .F DeMert & Daugherty, Inc. 80 10 42 NE/6-7 C. Pe rsona l Products Co. 300 150 43 Center A&B Braidwood Station (Unit 1 ' Ope ra t iona l ) 3100 100 44 SW/6-7 .E Brownie Special Products Co. 25 0 45 SE/2-3 B Production Training Center 330 20 46 SE/3-4 C Tammen Treeberry Fa rm 15 0 47 NNW/9-10 J Operator Training Services 120 20 Cene ra l Electric Company 48 NNW/9-10 J Morris Operation General Electric Company 57 7 49 SW/5-6 E Indicator Li tes, Inc. 30 0 50 NE/5-6 C Precision Components, Inc. 63 '30 51 NU/3-4 F Bowers Siemon Chemical Company 14 0 52 NW/3-4 F E.W.R., Inc. 35 0 53 WNW/3-4 F Witt and Associa tes 15 0 54 NW/10-11 J Collins Generating Station 225 35 55 W/10-11 J Coils, Inc. 75 4 56 NNE/10-11 G Uni roya l-Joliet Army Ammuni tions Plant 300 15 57 NE/8-9 G Honeywell 150 30 58 NNW/9-10 J AP Green Refractories Company 16 0 1 of 2
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PAELIMINA*$,: REV.' 1 SCHOOLS WITHIN THE EMERGENCY PLANNING ZONE (1) Fac i 1 e ty 1 Di rectlon/ Study
- 30. (3) Mite A rea Name of Schoo_], No. of Students / Staff 131
'61 NNE/1-2 A Bra idwood Grade School 500/35 62 NNE/1-2 .A Braidwood Middle School 250/24 63 ~ NE/1-2 A Reed-Custer High School 310/32 64 .WSW/2-3 8 Braceville Grade School 148/15 86 NNE/1-2 A' Kerri-Lynn's Pre-School 10/1
( 65 NW/4-5 F Coal City Elementary School 677/57 66 NW/4-5 F Coal City Middle School 3P,8/34 67 NW/4-5 F Coal' City High School 480/57 78 NW/4-5 F United Methodist. Day Care Center 30/9 85 NW/4-5 F Creative Me Pre-School 19/2 l 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 Ga rdner Elementary School 229/14 71 SW/5-6 E Gardner-South Wilmington Township High School 235/26-87 SW/5-6 E Kid's Korner Nursery School 12/2 l 72 E/5-6 G 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 79 NE/6-7 C Grace Lutheran Church Pre-School 6n/4 84 NE/6-7 C Church of God of Prophecy School 31/7 l 80 S/10-11 H Reddick High School 74/20 81 S/10-11 H Reddick Elementary 200/12 1 of 2-
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PRELIMINARY, REV. 1 TABLE'3-5 HEALTH CARE FACILITIES, SENIOR CITIZEN CENTERS, AND MOTELS WITHIN 'THE EMERGENCY PLANNING ZONE (1) Faciiity' Direction / Study . Resident /Starr Population No.(21 Mile ' Area FaciIitv Name Day . Night
-92 NW/4-5 F CampbeII House Senior Center 30/5 0
~
93 NE/5-6 C. Royal Willow Nursing Care Center 140/35 140/8 94 NE/5-6 C Murphy's Hotel 34 34s 95 NNE/1-2 A Rossi's Motel 32 32 . 96 NNW/1-2 A Sands Motel 32 32 97 NNW/1-2 A Braidwood Inn Hotel 96 96 98 . SW/5-6 E Southeastern Crundy County. 25/5 O. Senior Citizen Center NOTES: 5 (1) This I nfo rma t ion was p rovided by State or Illinois ESDA personnel responsible for the development of ' I PRA, B ra idwood , Volume Vil (see Reference 8). Information is based on data available as or July 1985. As discussed in Section 1, the evacuation time estimates are relatively insensitive to char.ges in population. (2) See figure 3-13 for racility locations. 1 of 1
w l 1448 3530 N 2456 NNW, 44 NNE 135 3095 ' 234 0 NW 38 NE 4:0 S30 152
,g 327
- f. 5 122 43 100 187 756 17 25 349 235 S26 70 2337 WNW gg M N 56 1492 t$ 294 92 1340 480 as 50 10 3 62 499 29 "I 38$ '80 1429 274 13 42 , 103 29:
3 0 22 O 12 1204 W 964 40 19 27 27 11 3l 179 34 0 13 28 22 367 309 40 to7 12t E 1107 21 0 les n 17 37 f0 0' to 26 214 4 50 24 19 II O 60 9 gg 38 89 29 9 8 St 3 W3w 1266 4 ESE 777 173 235 26 3 25 332 30 92 29 19 19 le 40 63 66 10 U8 SW , 33 SE 2424 237 51 169 SSW 387 SSE 1079 f S 749 747 02m 0 S we i F*0 W e 2-S we6 S*O w 3084 12472 28.C96* ' 9308 15,624' I ! iNWg N l .it 1* 3 1C g 64 7
#NW \ ENE Ij 4
- Represents 27.730 permanent residents within 10 miles of Braidwood Station 8 l 3 0 E plus 366 located within the EPZ bevond
# 10 elles
$2 0 WSW 4e ESE O
SW SE SSWfg $$E
- 0 i un.E =0iuS FIGURE 3-1 PERMANENT POPULATION DISTRIBUTION BY COMPASS SECTOR
m 497 1223 N 850 NNw g3 NNE 8 3 4, 1350 81 1882 0 Nw 20 gg 184 52 :g 3 3 ,. 6 22 42 IS 34 65 U 5 8 116 81 0 683
'8
- 807 wNw 135 S$t ENE 19 464 589 10 2 76 6 30 23 521 13$ 0 95 4j 334 4 14 3! joi 12 8
89 j am 7 7 2 7 0 4 409 w 299 12 5 8 8 3 1 62 11 o l3 18 6 126 106 48 36 41 E 374 TS 0 64 o o 5 06 6 9 73 , t7 8 6 5 g 20 2 8 13 31 9 2 2 17 wsw 440 8
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1066 4302 9674* 3236 S372 l MNwk
- f4NE j 58' ve !
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- Represents 9376 permanent resident vehicles within 10 alles of Braidwood j
I Ktarian clus 9R located within the s ,0 7l 1 EP: bevond to miles 28 0 WSW
'40 0 -
SW 0 3'3 SE
/
SSW / g \ $$t 04 WILE 4 ADaus FIGURE 3-2 PERMANENT VEHICLE DISTRIBUTION BY COMPASS SECTOR
6200 5574 3738 NNw 224 NNE 20S 309 47g 4566 3274 0 8127 Nw 58 ( 335 S75 495 NE q-
,, 327 265 422 '
48 250 187 $$ 30 767 25 235 10s2 2336 WNw 308 1958 gqg to 615 / 92 56 34 5 1692 S94 480 88 50 103 62 1534 #19 389 992 310 274 g 13 42 1603 g I g sai 10 22 0 22 32 12 79 w 939 40 19 27 27 il 3I IT91 34 60 13 28 22 387 309 14 0 187 12t E 1267 17 3, s e s n 26 214 8 0 0 50 334 ' 24 #9 17 o 660 9 25 2S S3 30 89 29 9 8 SI 106 33 86 8 4 ESE 777 673 235 332 SI 23 25 30 699 237 29 9, 19 19 40 18 63 "* S6 to SW 33 SE 2S09 27 la 567 32 SB 469 SSW 387 SSE 4759 3 1549 797 e o.1 ,. 3 . s i o ..o . . . . . 3.- a .. i 6572 21,217 41,595 44,645 20,378 i NNel * [NNE I N s )\ NE ! f WNw \ ENE !
- Represents 27.730 permanent resident. ;
g , within 10 miles of Braidwood Station , a
- w l3 3l E plus he, locat ed within the EP2 beyond l
,, ,! ,x , 10 =ttea WSW t$E 402 0
.00 3 3 Sw SE S$w $ kSSE 0 l MIL E 4 A0lus FIGURE 3-3 POPULATION DISTRIBUTION BY COMPASS SECTOR-SUMMER DAY
( l 3211 205y 1306. NNw ""E
*103 ISS 4 1797 427 o 3098 sew 20 kg 262 229 166 g33 72 42 15 134 65 22 g 263 I
11 6 360 t006 ell www 182 249 135 ogg ENE 89 g7 SSS SOS 80 202 g66 30 g 23 SS6 TOS 95 4 13Sf350 4 84 S35 82 m 10 0 2 37 7 0 l 8 41C w 300 12 5 8 8 3 11 62 11 30 3 0 6 132 106 4e 62 41 E 436 64 S 12 03 0 g 9 73 2 oO 3 31 37 10 3 8 , o 320 2 8
8 2 2 gy 35 14 wSw 44S t 9 224 0 EIE 262 34 7 8 110 80 E*E *' IO 32 g 6 6 S 83 20 95 g
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- Represents 9576 permanent resident l vehicles within 10 miles of Braidwood ;
" 3 ,
gI Station plus 98 Iwated within the EPZ beyond 10 miles wSw ESE 0 SW 0 gg
$$w gkSSE 0 lulLE 81ActuS FIGURE 3-4 VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER D AY
I l 3248 3949 h 2683 k f 504 hNE x,
\ 13 6 34, ,/2 3? $26 \ C82 / 233?
WN./ 3.. s ,,9 s
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$6 f 304 62 135c ' ,s692
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'I f 0 9 2S 3, .9 2, , . .1 WSm 1266 473 235 4
m 777 26 25 25 332 3C 29 is 19 IS 40 \ 63 . 267 11 3 2424 27 e1 257 32
/ Si 169 S$* 317 SSE 1,99
/ , 74 767 0 2 ui 0 5 ui 0-#0u 2 S Wi 6 lO b s 3832 15.347 32,224 11.515 16,877 NMW N ggg NW NE 6 3" TS WNG ENE 8 4
- *fiepresent. 2 7,7 r g erunent re.tdents 0 0 E within 10 miles of Braidwood Stat 16n s
us 1 located witria the EPz bevond WSW , ESE SW SE SSW g $$E 0 l MIL E fl ADeus FIGURE 3-5 POPULATION DISTRIBUTION BY COMPAcb 7ECTOR-SUMMER NIGHT
l t 1513 g333 N 1028 NNW 43 NNE ( 35 ~4 gi 1493 , 20 gg 19 4 52 72 6 113 n 42 15 64 22 65 115 g 263 88 360 839 116 W N W gg 435 I"I 607 87 476 589 1CS 166 21 30 521 en 135 350 100 35 0 95 4 14 41 d'I m , soo 12 7 2 56 37 7 410 W 30C 12 5 8 8 3 1 62 la 0 ( 4 0 3 l8 6 132 104 48 62 41 E 4C6 75 0 64 i C3 o S 12 0 6 20 10 10 8 6 5 o 82 2 8 8 18 13 31 9 , 2 2 i7 WSW 35 ,, , D ggg 262 7 9 g 110 10 32 80 6 6 S ,3 20 69 3 \ 40 SW 11 SE 3 'I 838 / ,, ir s. SS W g
'08 SSE 479 $ IIS 263 l ' S 2 we O - S we f 0 C wt i 2 -3 we i $ "O ut 1740 5837 I I,768* 4097 5923' i
l ,NNWk
- f4NE l NW \ g NE
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- Represents 9576 permanent
. i
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, s EPZ bevond 10 miles 28 0 WSW 14 0 0 10 3
SW \ SE SSW 3 \ SSE 0 1 MILE ItA0 sus FIGURE 3-6 VEHICLE DISTRIBUTION BY COMPASS SECTOR-SUMMER NIGHT
I I 4973 4084 III" NNw 307 NME 205 , 30g 6147 378 g 0 0558 f Nw NE I 33S 235
,, 3,,
105 12 2 48 250 it? 107 2S ISO 23S 52 4154 524 las 349 www 300 , gg 2413 54 3214 I692 314 480 8 gg 42 IS its 38' 992 to 274 29 $6 i3 42 44 3 291 37 22
, 0 32 1690 w 8350 40 t9 27 27 it b B7t l 34 40 33 28 22 57S 3C9 14 0 14 7 121 E 1395 21 0 35a 'I 37 0 '8 8
26 214 00 334 50 24 17 32 gg 0 100 g 25 8 8 106 33 51 86 940 WSW 1944 263 4 EIE 30 7 m S31 237
- l. 30 92 29 I 19 19 18 4o 267 43 Se 10 l'8 SW 33 SE 3027 l' 567 Si ist see 623 sat
-1438 g MI 1093 0-2we 0 S we 0 -s o us 2 -9 we S-80 we 7774 20,00S 41,76 S
- 12.231 21.760*
%nwh N nnt NW\ '3; 4E
- O wNw ENE
- Represents 27,730 permanent residents 8 4
\ within 10 miles of Braidwood Station plue %e inev e' wirt
- 8 O E
??? %vond 10 miles 82 0 WSw 0 III 402 SW SE
$$w 5 SSE 01tsiLE RActus FIGURE 3-7 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER DAY s
- 4 l
2775 1536 N 1057 kNw eso kut I.S 4 1994 127 0 2794 WW 20 ht 262 6 'iI 22 42 IS I44 GS g 263 34 116 El 20 1243 See
... 2, 13. 672 E.E I9 792 S89 10 0 ISS 30 ,,
IF 35 Il SGS 136 8 95 4l 360 4 14 4e too 42 2 0 II y 0 0 47S W 365 12 5 g e 3 Il 62 11 to 3 0 6 859 10 7 48 49 41 E 440 1 0 98 0 0 S 62 20 0 6
$ P3 S3i 1 10 10 8 6 5 '40 0 2 8 83 38 9 g,
2 .2 gy
... S,.
,, ,0 1 2. E,E M 34 4 0 110 243 81 g 10 1 6 6 . S 13 20 II 40
,, 3 SW 11 St M2 #7 17 58 SSe 45 7 SSE 4 98 g 242 S2t 0 2 ase 9 S un 0-no us 29mI s o us 5523 7646 14,892 4123 7246
~ .E
...\
me\ is gg 2 26 I WNW ENE
- Represents 9576 permanent resident 2
% f g
~ vehicles within to elles of Braidwood W
s Station plus 9R located gjthen the 0 0 E EPZ bevond to attes 20 0 stW 44 0 III SW SE SSW g SSE 0 inHLE ka0luS FIGURE 3 -8 VEHICLE DISTRIBUTION BY COMPASS SECTOR-WINTER DAY
t L 2144 3429 N 2558 NNw 34 NNE 53 24 4074 5457 24 0 , Nw 50 ng l L 'S 135 33 327 IOS 122 4e 130 107 37 gg 756 349 N g;g g,g WN. ,.. 17 9 .
.N.2337 54 1350 492 304 480 84 SC 62 34 99 ,,, 3 10 274 992 13 42 18 5 ggi e 21 10 22 0
12 1208 w See 40 19 27 27 11 3 179 34 0 13 l20 22 377 309 140 14 7 121 E 1157 21 0 ISS 0 if 37 e o0 is 26 214 24 SO I7 70 g 32 24 19 0 2S 25 SS 30 89 29 9 8 SI . 104 3 84 wSw 264 4 tS 777 18 3 23S 532 24 13 23 l 50 92 29 l / as 49 se 40 s3 ss 10 SW 33 SC 2424 237 sp 32 169 Ssw 387 S:t 190 9 8 759 757 02w O-S wo 1-so w t -S we 5 *O ut 3032 134S7 29,734 9625 !6.2 7[ NNwk " NME Nw 634 9E 4 0 WNw ENE
- Represent s 2 7.730 permanent restoent, 9 '
I 4 4-it h f I' *fl** of Braidwod Station w l O plus 39. Locat en within t he El" bevond
.. 0 , E 3 0 mg ;,.
82 0 wsw 40 0 sw
* ' sf ss. , \ sse 0 luite noius FIGURE 3-9 POPULATION DISTRIBUTION BY COMPASS SECTOR-WINTER NIGHT M
( 1833 it.S N
.03 j kNw IS NNE 3S 4
$1 1453 g4 g 2130 Nw 20 mg t94 8 72 4 3 32 42 IS 64 45 383 u a 1 el to 039 wNw '
i3S 607 ENE to
., IV 4 76 SOS 106 16s 30 21 '3'
- f. 40 S 21 41 350 3 95 4
4 14
, 34 9 100 8 3 7 2
410 w 300 12 S e e 3 I i 62 14 0 3 l4 6 12 9 10 7 48 49 41 E 390 75 0 84 C3 0 5 12 6 9 73 200 21 II 8 6 3 II 2 8 0 I 13 31 9 2 2 I? 35 1 29 wSw 440 262 43 et 100 g 4 g 10 242 32 to 6 6 5 13 20 83 40
,, 3 SW l ,
18 5 3 1 838 97 47 - SS SSW W8 SSE I
' 342 238 260 0 2 We 0 S us 0 sous 2-6 We S *O ut 1740 1100 10,434' 3360 5734' NNw\ N NNE NW II 2 26 WNw 4 0 ENE 2 I
- Represents 957h permanent resident vehicles within 10 miles of Braidwond 3$ i E 9P Iw ated withir the W i 0 Stat is , '
Fr2 bevond 10 miles 28 0 wSw Sc Sw Sr SSw g SSE 0 iue u0iuS FIGURE 3-10 VEHICLE DISTRIBUTION BY COMPASS SECTOR -WINTER NIGHT
i
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- - @NNAH ON l pid,
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Ch' A C K S O N y F L O R E N C E A LEGEND
! Symert )n STATE HIGHWAY 19 INTERSTATE HIGHWAY INCORPORATED AREA (CITY JR VILL AGE)
ImingtOn '75
----- TOWNSHIP BOUNDARY
~~~~~~~~~f~~ --- COUNTY BOUNDARY
$ SCHOOLS 0 E S L F Yl ,
10 2
\
> 11 3 sh % NOTE E R Ih .
~
NUMBEPS REFER TO FACILITIES IDENTIFIED ON TABLE 3-4. RAk { s*tAREE
"'" RIVER l * .
APERTURE OU NT Y C 0U N TY
\
7 ^ Nh Also Availabic On Aperture Card i S A L I N A SC ALE - MIL E S Bor field e- Am SOURCE: Based on revised llhnois general highway maps
~ M:.:n for Grundy (12/81), Konkokee (12/81), Livingston (12/81) and Will (12/79) counties.
I L O T FIGURE 3-11 SPECIAL FACILITIES-SCHOOLS f 8403//0H6-03
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jrr g 4 y '.t a K E Ej o o N i.;. :f!P.lF:P
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a ; 44, : Gordner [!!!]iij:?:i3 (47) 49 l1 w 4
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- u. z E S S E X g
w 55 ' [ <r g i 0 i i [ , l GR UN D f O UN T Y { L g/ L 1 V 1 NG S T ON CO U N T Y i D W l G H T b Uni < n Hill I P jiijf ha 8 D
?
4eddick (. i.({ Dwight R O U N T O N N . O R I e I i i
CX A C K S O N y ~ L 0 R E N C E A 1 LEGEND 1
! g h STATE HIGHWAY INTERSTATE HIGHWAY EfIb INCORPORATED AREA (CITY OR VILL AGE) mington - - -
----- TOWNSHIP BOUNDARY
.---_,--t-- ~
--- COUNTY BOUNDARY G EMPLOYERS W E S L E Yl m
N ghT c ,. NOTE E R NUMBERS REFER TO FACILITIES IDENTIFIED ON TABLE 3.3. r unou im. 1 5"" "" - APEllTI3pg 0U NT Y1 N w CARD Also Avallable On Aperture Card ~
- O 2 4 I I I S A 'L i N A SC ALE - MIL E S Borfield e r+m SOURCE. Based on revised lilinois general highway maps
'Mun for Grundy (12/01), Kankakee (12/81), Li,ingston (12/81) and Will (12/79) counties.
I L O T FIGURE 3-12 MAJOR EMPLOYERS 8& opt /o Ho ~ O Y '
l 1 e M, P , Y C H A 60N NAH ON : COLLINS a t ^ 9 % .' Mor ris ,tt No'S '" , .- ( I l' i I 2 GOCSE LAIE N i
-l DES PLA:tES
[ lG S E PRAltlE ST ATE PAtt t^- CONSElvAlice 53 L_ A K E 2 AREA N I! 17 ( 15 ' W l L M I G T O N l ._ _ . _
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t 6:04"i> cnb j A8 21d _ Coi i City j ofaC i' Md' vood hA2s ,s3 t_ U I'j!g! 6 95 4 l , fit"E a (
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fo B R a C gy {4 % g s. V I L L E 96 / '
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- n. u.
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GR UN D f ~O tf N T Y l 4,/ L 1 V I NG S T ON C0 U N T Y V ' D W l G H T n Hill r eddick l Uni' < ' Ni ", Dwight R O U N D M:L N O R T O N e I b
f x A C K S O N
._ - p r L 0 R E N C E A LEGEND Symert >n h STATE HIGHWAY INTERSTATE tilGHWAY INCORPORATED ARE A (CITY OR VILLAGE) h$00
----- TOWNSHIP BOUNDARY
~ ~'~ ~'~-
--- COUNTY BOUNDARY A RECREATION AL AREAS C E S L F Yl m SPECIAL FACILITIES (HEALTH CARE FACILITIES, y SENIOR CITIZEN CENTERS, AND MOTELS)
_ N 22 k-N 3
\' Y p ' NOTE NUMBERS REFER TO FACILITIES IDENTIFIED ON TABLES 3-2 AND 3 S.
L,_ EAtiAIEE Rifft STATE PARE
@U N T Y N '
E C OU N TY -
/
# CARD Also AvailaMc On 0, 2, Aperture Card a
S A L 1 N A SC ALE - MIL ES Bor field
. .r.TT SOURCE: Based on revised Illinois general Nghway maps
' M:.::;
for Grundy 02/81), Kankokee (12/01). Livingston (12/81) and Will (12/79) counties. FIGURE 3-13 l RECREATIONAL AREAS, HEALTH I I L O T CARE FACILITIES, SENIOR CITIZEN CENTERS, AND MOTELS I 8&o2//o//d - 65
PRELIMINARY, REV. 1
~
i. [. SECTION 4 EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS
.This .section presents the methodology and assumptions used to develop
'the evacuation time estimates for.the general' population. Additionally, the methodology and assumptions used in a separate assessment for h 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
~
l are presented in.Section 6.1.
- The . general pcpulation evacuation time estimates were calculated using
'the HETVAC2 computerized traffic simulation model2 which has been developed to simulate the traffic flow over a transportation network during an evacuation. As input for the evacuation. time estimates, this model, utilizes site specific road network and vehicle data, as well as public notification and mobilization times.
l 4-1 g L -- - - - - - -
~ PRELIMINARY, REV. 1 i 4.1.1 Evacuation Time Estimates Methodology L The UETVAC2 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, f where the vehicles leave the network. The model uses the Highway Capacity Manual 3 equations and revisions contained in the Interim Material on Highway Capacity
- to calculate the capacity of the road network. In addition, vehicle speeds on the road network are computed using the inverse linear relationship between speed and density presented in the Highway Capacity Manual. The NETVAC2 model has been extensively used for other evacuation studies similar to the Braidwood e Study, and the results in those other studies have been favorably reviewed by the appropriate local, State and Federal authorities.
The METVAC2 model allows a detailed evacuation road network to be analyzed by utilizing an area specific data base, which includes link (road segment) length,11ne 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 , k specific poiats (nodes) on the network and their loading rates varied - ( 4-2
PRELIMINARY, REV. I with time. Therefore, the vehicle loading rate is tailored to match actual population centers and time distributions of the public's f response to notification. This notification response was approximated by a probability distribution of the public's reaction time during an I evacuation and is discussed in detail in Section 4.1.2. NETVAC2 also uses dynamic route choice, which means that vehicle turning movements at individual intersections are changed with traffic conditions to reduce the number of vehicles that have turned onto a congested roadway. Appendix A' discusses the NETVAC2 Model in greater detail, i l ( 4-3 {
4 ( PRELIMINARY, REV. 1 I 4.1.2 Public Response Times and Network Loading Rates { The range and variation of public reaction to evacuation notification were described by a probability distribution of response times. This ( response time distribution was derived by combining the response time distributions for several smaller components or events .of the public response to the evacuation notification process. These components are as follow::
. 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.
Total mobilization times were determined by combinirq these components for each evacuation scenario. The range and average public response
, times for each of the above events are shown in Table 4-1. These response times were favorably reviewed by Will, Grundy, and Kankakee County and State of Illinois ESDA officials.
4-4
h PRELIMINARY, REV. I h A normal distribution was assumed for the' time span of these individual components. Normal distribution represents the situation in which most persons respond in the average time for a given event,-while fewer l
' individuals respond earlier and later than the average time. Therefore, the cumulative probability distribution of each of these corrponents is an "S" shaped curve. The curves were derived by using standard f
mathematical techniques based on NUREG-0654/ FEMA-REP-1, Rev. 11, Appendix 4, recommendations. Figure 4-1 presents the distribution curves used .for -this study. Nighttime curves have been derived by combining two components: Receive Warning and Prepare Home for Evacuation. . Daytime curves were derived by combining four components: ( Receive Warning, Leave Work, Travel Home, and Prepare Home for
.Evacuction. 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 f times.
g. These public response ti ne 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 f within specific periods of time. Vehicles were loaded onto the e vacuation 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 4-5 L
s
~
(' PRELIMINARY, REV. 1 h 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 ; 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 employmer.t center shut down times is necessary or appropriate. f1
\~ \
( L (. [ t i~ 4-6
PRELIMINARY, REV. 1
)
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 l 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 recreational areas. Evacuation of special facilities will occur simultaneously with the general population. Traffic rules and controls will be obeyed, and only the proper travel lane will be used (not shoulders or opposing flow lanes).
-Traffic lights will be functioning 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.
. Appropriate traffic and access control points will be manned.
4-7
n PRELIMINARY, REV. 1 Roddway capacities' will be reduced to 80 perc'ent.of normal weather capacity during adverse weather.5,6 Adverse weather conditions are h those'that may impair visibility and/or traction such as light snow; icing, rain, or fog. i ]
. 1 Private. vehicles will be the primary mode of evacuation.
l Only one vehicle per household will be used in an evacuation. (;here are 2.87 persons per household, based on an average of people per household in townships entirely or partially within the EPZ.to)
'One vehicle per two visitors at clubs will be used in an evacuation.
One vehicle . pe r' employee at major employers will be used in an evacuation.with the exception of the Braidwood Unit 2 construction {. force for which an occupancy factor of 1.5 employees per vehicle is ( used.
-- . Boats will moor and the occupants will then evacuate by car with one
~
f vehicle allotted per boat. One vehicle per campsite at recreational areas will be used for h evacuation. (This assumes 3.3 people per vehicle as this is the Illinois State average number of people per family.s) People without vehicles will receive rides from either neighbors or designated public service vehicles in accordance with the Standard Operating Procedures contained in IPRA - Braidwood Volume VII. (Since there are no public transportation systems in the Braidwood 4-8
V
- f. PRELIMINARY, REV 1 Station EPZ, residents without vehicles would likely have developed some transportation options for general daily use and movements.
Additionally, Standard operating Procedure 7-SOP-8 of IFRA-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', Grundy, and Kankakee County officials so as to be available during an _ emergency.) { l L L I 4-9 I . - - _ _ - - - -
PRELIMINARY, REV. 1 4.2 SPECIAL FACILITIES EVACUATION TIME ESTIhATE METHODOLOGY AND ASSUI!PTIONS (! In addition to an estimate of the time required to evacuate the general 7 population, NUREG 0654, Appendix 4 requires that separate estimates be made of the times . required to evacuate special facilities within the EPZ. Special facilities selected to be analyzed in Annex A to this
~
study include schools, nursing homes, and senior citizen centers in the (. Braidwood EPZ. The separate evacuation time estimates for these special f facilities are presented in Annex A. Special facility evacuation time estimates include notification, mobilization time for obtaining transportation, time for loading persons h into vehicles, and the travel times out of the EPZ. Appropriate mobilization and loading times for the special facilities evaluated in
~ this -study have been obtained by State of Illinois ESDA personnel
~
through interviews with facility officials. j Travel time out of the EPZ has been determined using the average vehicle [
. speed calculated by the HETVAC2 model along the appropriate evacuation route. Data for these calculations have been taken from the general population evacuation simulation for the full EPZ winter daytime h scenario for both normal and adverse weather conditions. The winter simulation was utilized for the special facility evacuation time estimate analysis since the winter period is concurrent with the school year. The mobilization time estimates for each special facility were
-combined with the travel time out of the EPZ to calculcte the total 4-10
l; L: - f -PRELIMINARY, REV. 1 {; ' special facilities evacyation time. Evacuation time- estimates and. j feasibility ' analyses are presented in Annex A.for the Braidwood Station
.EPZ' schools, nursing homes, and senior citizen centers.
t: \: 1 fi 1 . [ L: p p L:' (: L 4 11
i. L: PRELIMINARY, REV. 1 f" l4.3 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 model2 discussed in Section 4.1. l p t- { I v [. I-p I k:. _ 4-12
C: I PRELIMINARY, REV. 1-TABLE 4-1 PUBLIC RESPONSE TIME ESTIMATES (l) Average Time Range of Component for Component Times {. (minutes)(2) (Minutes)(3) r> Receive Warning- 7.5 0-15 [. Leave Work (4) 15 0-30 l h Travel Home84) Normal Weather- 30 0-60 Adverse Weather (5) 45 0-90 Prepare Home for 30 '0-60 Evacuation NOTES: f= (1) Favorably reviewed by Will, Grundy, and Kankakee County and State of Illinois ESDA Officials. (2) See Figure 4-1 for public response distribution curves. (3) This range implies that some people will initiate the identified event within the lower range of the component times while others (- will initiate the event within the upper range of the component times. (4) Daytime evacuation scenarios only. { (5) Based on a reduced adverse weather road capacity factor of 0.8. I I L 1 of 1 l-L - - - - -
lJ I ' - 0 2 2 S E - I T A M I 0 0 T S I 2 E _ I E M - I 0 8 I T 1 E S N - I O P 0 S I 6 1 1 E - E S 4R R E C I E R I RL VE UB DH - A T Y A I 0 4 1 G I FP U A E DW I 0 I 2 1 S - L A x I E T U MR N RE I OH M - NT A I 0 0 - 1 Y E E A M DW I I T I 0 8 S T N E V E R 0 O - 6 F E M I N T O
- I E T
- T H G 0 G A R A C I 4 F I E I N V T O A N - I R O F E T U 1 N 0 - I I 2 4 M - E L B 5 1 I A T D N
- - - - - - - - - E E O T G 0
O E 1 3 7 6 5 4 3 2 1 0 N L gy a. r . Ei gO5cOQO' ll!l
h f PRELIMINARY, REV. 1 l- SECTION 5 (. EVACUATION ROAD NETWORK DESCRIPTION 5.1 ROAD NETWORK DEFINITION (.' The series of roads designated to evacuate the Plume Exposure Pathway l Emergency Planning Zone (EPZ) is called the evacuation road network. {- The. network includes major arterials and collector roads. The major h intersect' ions have been assigned numbers as nodes in the network. The road segments between these nodes are called links. Figure 5-1 ' illustrates the series of links and nodes that represent the (- evacuation. road network for the Braidwood Station EPZ. Appendix B presents the location of each node by identifying the names of the roads that intersect at that node. The evacuation road network exit nodes, which are located outside the Braidwood Station EPZ, have been numbered {- in the 800's.
-This evacuation road network has been derived from official Illinois
[ ' Department of Transportation maps and has been field verified by road data collection. The evacuation network has been favorably reviewed by Will, Grundy, and Kankakee County and State of Illinois ESDA officials. L p l p 5-1 l .. .
[. _ PRELIMINARY, REV. 1 5.2 ROAD CAPACITIES AND CLASSIFICATIONS [ .The' NETVAC2 model used field data, such- as road widths and travel. l
. speeds, to calculate the capacity of each of the links and nodes in the
( evacuation network. The specific capacities and classifications of each road and intersection in the evacuation network- are presented in Appendix C. The _ majority _ of the roads in this. study have been _ classified as rural undivided highways, with -a few limited access expressways and two lane roads. l-l- 1 I l' l { p i l f 5-2 L
- l. -
.i
~
' 816 P b Ne .,
/ 20 f
/ COLUNS .-
Q ^kIfh,5f8 - 4 ( l Mor ris s*S te " -
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minit smyrm
,, 33 _
constmnen un g
~
k h @ g 3' M i ' i f s, sa g h_ t h.
t ;;;"o-* / Braidwood g
coat city !qgj 33 , ,3 S
" E! 13 @[., [iE!3. / / i g gjj },iY kg i
} i t i
! } g _ . _ . M',,,a v d w _ # @ fTe%e t,e p_ q sy pos g <:Godley,,M W 4 Braceville b.
; / d, +;: .
q9 / 308 i til j
% - % $. liti -4 k
44 i38 7'(/ foordaer l w it? - .- cmnm E!!!"!P3
+ ,.
[.1 Essex W ngt B 0 klyn Q W . i 9 i is g '
- M p '
P/ 6 e N - _L ~~ Me J en
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)
i W A l vN 10 Mi. LEGEND STATE HIGHWAY [SWon --e INTERSTATE HIGHWAY gg, INCORPORATED ARE A (CITY OR VILLAGE) EVACUATION ROUTE
-+ TRAFFIC FLOW h ENTRY AND EXIT NODES L
102 s ia vp "s"?J#" g TI s .' APERTURE
, m CARD 804 Aho Available On Aperture Card 2 ;
SCALE MILES Bonfield
.J'iTi SOURCE: Based on revised ilhr Jis general highway rnops % wu for Grundy (12/81), Konkokee (12/81), Livingston (12/81) and Will (12/79) counties.
b riouse s., BRAIDWOOD NUCLEAR GENERATING STATION EVACUATION ROAD NETWORK 8400//0/10- 0 6
t p PRELIMINARY, REV. l.- L. 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
- h. 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 NETVAC2 calculations for each primary evacuation zone'.
[ The NETVAC 2 model results show that the summer and winter evacuation
' time. estimates ~ for all primary evacuation zones do not differ
, significantly. Under normal weather conditions, evacuation of the full 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.
During normal weather conditions, the evacuation times for the 0-10 mile evacuation zones range from 176 to 177 minutes during the daytime to f 114 minutes for the nighttime condition. The ac'. verse weather time
- f. 6-1 L __-
L ra PRELIMINARY, REV. ~ 1
- 4 s .-
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. h p p L 6-2
\; ,
I. .
H L
-PRELIMINARY, REV. 1 p.
L'
~
i 6 .2 -SFECIAL FACILITIES EVACUATION TIMES Evacuation . time estimates and feasibility analyses for special- , facilities in the Braidwood Station EPZ are presented in' Annex A. The special. facility. evacuation time estimates demonstrate. that these [
- facilities can be evacuated within the same time frame as that for the general population.
{. (- ( l I ( l p 6-3 (. I _ - _ - - - - - -
L PRELIMINARY, REV. 1 J 6.3 SPECIAL EVENTS EVACUATION TIMES Special Event evacuation times were evaluated for a special evacuation , sensitivity analysis of transient populations at the recreational areas within the EPZ on a hypothetical summer holiday weekend to determine the sensitivity of the evacuation times estimates to recreational area ( populations, as discussed in Section 3.4. To generate the population data for the special evacuation sensitivity analysis- of transient populations at recreational areas, the transient population data for recreational areas within the EPZ, as identified in Table 3-2, were increased to 300 percent. The results of this special evacuation sensitivity analysis of transient populations at the recreational areas within the EPZ produced an evacuation time of 184 minutes,-which is only
.7 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 excess roadway capacity in relation to estimated vehicle demand, the evacuation time estimates are relatively insensitive to changes in population.
I ( 6-4
l e PRELIMINARY, REV. 1 h 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 l ~ twice the walking speed' of an adult.t t 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 confirmation are presented in Table 6 3. (: 6-5 (
- c. _
~ ~ ~ v ~ . . m m_ m v v m v m_ q. .r
.,- t w
' PRELIMINARY,'REV, 1:
TABLE 6-1:
SUMMARY
OF EVACUATION. TIME ESTIMATES' 3: SUMMER.
. 63nera l Public Evacuation T imes' ( minutes )( 31
. Pri ma ry Evacua t ion Population (2) Vehicles Day 11ge _Nighy lme~-
' Zone (11 Daytime Nighttime Daytime Nichttime Normal Adve rse Normal Adverse 0-2 mile A,B 11,489 '6,484- 5,342 2,686 176 209 88 92 0-5 mile A,B,C 19,247 13,437. 8,344 5,257 177. 211 114' ~136 0-5 mile A,B,D 12,009 6,974 5,521 2,852 176 209 88 92 0-5 mile A,B,E 14,394 9,104 6,361 3,589 .176 '209 88 92-0-5 mile A,B F 17,691 12,276 7,563 4,703 176 209- 114 .136 0-10 mile'A-F.C 34,712 26,937 13.783 9,944 177 211 114, 136 0-10 mile A-F H 30,197 23,662 12,212 8,792 176 209 114 136 0-10 mile A-F,I 29,450 22,915 11,950 8,530 176 -209 114- .136 0-10 mile A-F,J 33,859 25,728 13,707 9,529 176- 209 114 136 Full EPZ A-Jt4) 41,595 32,224 16,363 11,766 177 211 114 136 MOIES:
(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 nea rest minute. . . (4) Full EPZ A-J scenario is analyzed in accordance with the guidance or 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. If or 1 l
- e- n -v ~ .- m + m r~m _ r-m m m rm rn r PRELIMINARY, REV. 1 TABLE 6-2
SUMMARY
OF EVACUATION TIME ESTIMATES l WINTER Gene ra l Pubfic Evacuation Times (minutes]Lil Prima ry Evacuation Population _(2) Vehicles Daylime Nintat, i m_e Zone (1) D_aytime Nichttime ()a v t i me N i_qt1Ri me Normal Adverse No rmal Ad ve rse 0-2 mile A,B 10,834 6,359 '4,771 2,626 176 209 88 92 0-5 mile A,B,C 18,636 11,787 7,250 #,600 4 177 211 114 136 l 0-5 mile A,B,D 11,416 6,839 4,956 2,789 176 209 88 92 0-5 mile A,B E 13,929 8,689 5,730 3,432 176 209 88 92 0-5 mile A,B,F 18,537 12,131 7,142 4,636 176 209 114 136 0-10 mile A-F,C 35,624 24,927 12,672 9,159 177 211 114 136 l 0-10 mile A-F,H 31,645 21,692 11,263 8,028 176 209 114 136 0-10 mile A-F,5 30,592 20,945 10,952 7,766 176 209 114 136 0-10 mile A-F,J 33,952 23,278 12.300 8,618 176 209 114 136 Full EPZ A-J(4) 41,765 29,734 14,892 10,834 177 211 114 136 NOTES: (1) See Figure 2-1 for evacuation study a rea 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 nea rest 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 prima ry evacuation zone boundaries used in the other ana lyses. 1 of 1
I te . < , PRELIMINARY, REV. 1-
~
h
' TABLE 6-3 EVACUATION CONFIRMATION TIMES BY '
f PRIMARY EVACUATION ZONE (1) Primary Evacuation Zone (2) Evacuation Confirmation Time (3) 0-2 mile A,.B 20 0-5 milerA, B, C 40 0-5 mile-A, B, D 30
> 0-5 mile A, B,-E .40 0-5 mile A, B, F 35 L 0-10 mile A-F, G 160 0-10 mile.A-F, H 160 h 0-10 mile A-F, I' 150 10 mile A-F, J- 155 Full'EPZ A-J(4) 350
{ NOTES: (1)- Evacuation confirmation times are required by NUREG-0654, Appendix 4. (2) See- Figure 2-1 for evacuation study area locations which comprise the primary evacuation zones. (3) Evacuation . confirmation times have been rounded to the nearest minute.
- '(4) Full' EPZ A-J Scenari~o is analyzed in accordance with the guidance i
of Appendix 4 of HUREG-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.
L p I: L g 1 of 1
I PRELIMINARY, REV. 1 L .. SECTION 7 CONCLUSIONS AND RECOM!!ENDATIONS
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 hours in most situations. The longest { daytime evacuation time estimate for the EPZ in normal weather is 177 minutes; the longest daytime adverse weather evacuation time estimate for the EPZ is 211 minutes. The longest nighttime evacuation time estimate 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 s 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 l
PRELIMINARY, REV. 1
~
The NETVAC2 model results' indicate that-traffic queuing does occur in
. Coal City at the intersection of Route 113 (Division Street) and Broadway for all evacuation scenarios involving. this area. Model results.also indicate traffic queuing along Route 53 in the vicinity of Wilmington. This traffic queuing is due to the relatively large number
.of vehicles entering the evacuation road network in the vicinity of both Coal City and Wilmington in a relatively short time period. J h In addition, in all daytime scenarios, traffic queuing has been predicted ~ along Route 53 northeast of Braidwood Station near the-intersection of Route 113 in Braidwood, and along Route 53 southwest of Braidwood Station in Gardner as shown on Figure 7-1. This queuing results primarily from the traffic congestion associated with the Braidwood Unit 2 construction (daytime only) work force at Braidwood Station. However, this situation will be alleviated in 1988, when the Braidwood Station construction workforce will be withdrawn. No traffic
( queuing at these locations has been predicted for any of the nighttime scenarios when there is no significant Unit 2 construction workforce at Braidwood Station. ( ( L l 7-2 [ .
' ' ~ '
(- r3 PRELIMINARY, REV. 1 (7 7.2 -RECOMMENDATIONS-v . As discussed in Section 7.1, the results of the evacuation time estimate Ai 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 measuresLwill not significantly
{ reduce the overall predicted evacuation times. .However, special traffic control measures could be considered to alleviate the potential traffic
. predicted at the following points of congestion:
-Intersections of Route 53 and Route 113 in Braidwood and h .
Route 53 and Strip Mine Rcad in Wilmington
. Intersections of Route 53 and South Wilmington Road, Campus / Road, and Route 129 in Gardner Along Route 53 and other appropriate points.in Wilmington
( .
. Intersection of Route 113 and Broadway or other appropriate points in Coal City During the -finalization of the Traffic and Access Control Standard Operating Procedure for IPRA, Braidwood Volume VII, Commonwealth Edison will make 'available to State of Illinois and local ESDA officials the f- services of Stone & Webster Engineering Corporation to assist as requested in the implementation of the above recommendations.
( 7-3 ( f _ _ - _
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L' PRELIMINARY, REV. 1 REFERENCES h- 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, L Highway Research Board of the Division of Engineering and Industrial Research, National Academy of Sciences - National Research Council,'
h_ -Washington, DC, 1965.
- 4. Interim Material on Highway Capacity, Transportation Research Board, ,
Circular 212, 1980.
- 5. The Environmental Influence of Rain on Freeway Capacity,. -
Transportation Research Board, Highway Research Record No. 321, 1970.
- 6. Testimony of Dr. Thomas Urbanik II on League and Daare/ Safe Consolidated Emergency Planning Contentions 2(c),, 2(e), and 2(k) before the Atomic Safety and Licensing Board, in the matter of
( Commonwealth Edison Company-(Byron Station, Units 1 and 2), Docket ( Nos. 50-454, 50-455.
- 7. Local Climatological Data-1976, Peoria, Illinois, U.S. Department of Commerce, National Oceanic and Atmospheric Administration.
- 8. Illinois Plan for Radiological Accidents (IPRA), Braidwood Volume VII, Revision 0, 8-85.
- 9. Braidwood ER-OLS Population Tablis, Sargent & Lundy, Inc. As 7
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.
t R-1
I -PRELIMINARY, REV. 1 L [ APPENDIX A NETVAC2 DESCRIPTION ( [- ( ( ( ( [ . (- h ( l 4 A-1 {
L-PRELIMINARY, REV. 1 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 (.! treatment of flow at unsignalized intersections, and the capacity calculation. (- General Structure NETVAC2 is organized in four basic units (procedures): the main program, the' data procedure, the preprocessor, and the simulator. This section briefly explains the functions of each of these units. The main program i controls the entire execution. It starts by calling on the data procedure, which reads in the data and execution instructions, then calls in the preprocessor, which performs some preliminary capacity calculations. Next, the main program controls the simulation itself and the reporting of the network conditions at specified intervals including the plotting. This program also controls the rest of the reports and the length of the simulation by terminating the program once the network is empty (or after a specified time). The data procedure reads in the network, the parameters and the options
~
to be used in the run. This subroutine uses a special list processing 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
)
[
U,
; PRELIMINARY,-REV. 1, 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 h checks would be performed only once for each site studied. If errors are found,- .the routine keeps scanning the network until it has been {: = completely checked and the run is then terminated. The data' procedure
.also produces a . set of warnings if unlikely (but possible) situations I 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 h.:
. 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 h' 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 j 1
. A-3
- l. .
PRELIMINARY, REV. I { reach the intersection during a simulation interval and the number of h vehicles that can be . loaded .onto a link from the intersection. The approach capacity, on the other hand, limits the number of cars that can actually move through the intersection. Vehicles that reach the' intersection but cannot move through it are assigned to a queue. The NETVAC2 simulator includes two separate procedures, the link pass and the node pass.. The link pass handles the flow on the links while the node pass handles the transfer of flow from link to link. Dynamic Route Selection NETVAC2 does not use a pre-specified set of turning movements at each
-intersection; instead, the turning movements are determined at each.
simulation interval as a function of the changing traffic conditions and direction of the links. Drivers approaching an intersection are assumed { to make a choice of outbound (away fron the intersecti'on) links based on (. how fast this outbound link can get them to safety. This, in turn, is a function of the direction of the outbound links (away from the nuclear plant or hazard area) and the traffic conditions on the outbound links. l {. The route -selection procedure used in NETVAC2 reflects the two above-mentioned choice criteria through a user-supplied " preference f.- factor" which is'specified for each link and the speeds on each of the outbound links. To facilitate the explanation of the route choice mechanism, let PF) denote the preference factor for the j-th outbound link at some intersection. In other words, the relative 'a priori' A-4 i L
W PRELIMINARY, RFN. -1 h. ( preference of link j is PF xPF where jk 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 outbound ( links are: PF) x U (t) (_ j(*} " I PF k k x Uk (t) h 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 P)(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 i (' 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 l
L~ I PRELIMINARY, REV. 1 h user-specified link priority parameter. This is a binary parameter {.
-indicating primary or secondary priority of a link.
(. The ~ volume of vehicles being processed (at every intersection and at ( each simulation interval) and transferred from' inbound to outbound links
.is subject'to several constraints which determine the effective capacity of the intersection. During the simulation, traffic coming in from all 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 h . 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 h
emitted into the intersection from the secondary priority road subject ( to the residual capacity constraint. Second, if the residual capacity.
- is zero, NETVAC2 provides some small capacity for the lower priority
. approaches to allow for " sneak-in" effects.
Note that the- priority treatment applies only to unsignalized intersections and that both types of approaches (primary and secondary { A-6 ( L L _
L- . PRELIMINARY, REV. 1 { { priority)' are treated identically in the model in all respects except for the added constraint on the flow from secondary priority approaches. (..' 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. h The capacity. calculations are based on the Highway Research Board's Highway capacity Manual (HCM). Following this reference, the section ( capacity is calculated in the preprocessor for links with and without physical separation between opposing directions while the approach capacity is calculated as a function of the physical conditions (vidth, h parking, turning pockets, etc.), environmental conditions (area type, peak hour and load factors), traffic characteristics (traffic mix and percentage of turning movements), and approach type. Derivations of these calculations are outlined in the users manual for the model. As mentioned before, the approach capacities calculated in the (' preprocessor are not the actual bounds on the flow. NETVAC2 adjusts the approach capacity continuously in order to reflect the changing vehicular movements resulting from the dynamic route selection. The A-7 f L ; L - -
~ { PRELIMINARY, REV. 1 ( capacity of the i.th approach coming into an intersection at simulation-interval t, C g(t) is given by: C (t) = C x AL(t) x AR(t) ( vhere C is the standard capacity of link i calculated by the preprocessor and AL(t) and AR(t) are the correction factors for left and right turning . movements, respectively. These correction factors are a f- function of the percent of turning traffic, the approach width, and parking allowance, as suggested by the HCM. These factors do not apply when the turning traffic is using special turning lanes or turning pockets. (- [ [ [ { { { ( A-8 f (
PRELIMINARY, REV. 1 [- [ APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION [ [ [ l [ [- [ { { { l B-1 { { ( - - - _ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
s ( PRELIMINARY, REV.1 APPENDIX B EVACUATION NETWORK NODE IDENTIFICATION [ Node Location ( 1* State Route 113 arid 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 10* Carbon Hill Road, McArdle Street, seventh Street, and ( Rathburn Street 11* Broadway and McArdel Road 13 Route 113 (Division Street) and Gorman Street (Route 10) ( 14 Route 113 and Route 6 (Higgirs Street) 16* Higgins Street and Route 6 18* North Street in Eileen 19* County Route 18 and Route 19 20* County Route 18 at EPZ 22 Route 113W and Berta Road f 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 I555 B-2 ( _ - -- - - - -- -
( PRELIMINARY, REV. 1 h 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 l (- 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* Johnson Road and Route 53 50 Route 53 (W. Balt.imore 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 Ro*ute 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 nahler Road 64 Route 53 and Kankakee Street 66* Kankakee Street and Kankakee River Road B-3 r
PRELIMINARY, REV. 1 - [l APPENDIX B (Cont)
' Node Location 68 , Route 129 and Route 155 69* Route 53 and BPS access road (new).
70 Route 155 north of Kankakee River (Des Plains Conservation) ( 71 Route 155 near Route 19 (Des Plaines Conservation) 72 Route 155 near (North of) Route 113 (N of Braidwood) { 73 Route 155 north of Route 12 (SW of Braidwood) ( 74 Route.155 south of Route 12 (Braidwood) 75 Route ISS south of Route 272 (Braceville) [ 76 Route 55 south of Route 293 (Gardner) Berta Road and Reed Road 100* 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 155 ( B-4 (
W y PRELIMINARY, REV. 1 L,1 L APPENDIX B (Cont) Node Location 113* ,Gorman Road and Gardner Road 115* ' South Broadway and Spring Street 116* Broadway and Reed Road 117 Broadway and Braceville Road 118* 'Braceville Road and Carbon Hill Road { 119* Braceville Road and Gorman Road 120 Braceville Road and Tynan Road 121* Tynan Road and Grand Ridge Road 125 Route 53 and Route 129 (End) 126* Route 53 and Campus Road 127 Route 53 Storm Road, and South Wilmington Road 129* Route 17 and Reddick Road
- 130 ' Route 17 and 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), and Union Hill Road ( *- B-5 [ (. . . . . .
m I I PRELIMINARY, REV. 1 ( APPENDIX B (Cont) { [ Node Location L 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 155 beyond EPZ 811** Route 292 (Gardner Road) and Route 47 812** Grand Ridge Road and Route 47 813** Route 13 and Route 47 814** Route 47 and County Route 6 815** Route 19 beyond EPZ 816** Frontage Road north of Des Plaines Conservation Area beyond EPZ 817** ISS 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 ( 1
-__-________________________O
plu" PRELIMINARY, REV. 1 ( APPENDIX C NETVAC2 COMPUTER OUTPUT [ [ ( [ S t ( c ( { ( C-1
PRELIMINARY, REV. I h 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: 1 - One-way, no parking ,) 2 - One-way, parking on one tide ( 3 - one-way, parking on both sides 4 - Two way, no parking 5 - Two-way, with parking 6 - Rural divided highway, no parking l 7 - Rural undivided highway, no parking 8 - Freeways and expressways ( AT. = Area type,. classified as follows: 1 - Central business district (- 2 3 Fringe outer business district 4 - Residential PX = T - Parking along link permitted F - Parking along link prohibited ( SPD = Free-flow or average speed over link in miles per hour C-2 { ( . .
L PRELIMINARY, REV. 1
. APPENDIX C (Cont) h JAM = Jam Density or relative measure of link's ~ carrying
. capacity in vehicles per mile
( PRF- ,= User preferene,e or movement along each outbound link in terms of percentage. Preferences are initially assigned based upon free-flow conditions. Actual route assignments ace calculated by the program, considering ( the assigned preferences as well as speed, density and I capacity relationships. (- FCAP = Link capacity per lane STR SPLT CAP
= Identifies node destination of straight movement from downstream node, and associated percent green signal time (split) and. intersection capacity.
(- RGT SPLT CAP
= Identifies node destination of right-turn movement from downstream node, and associated percent green signal time and special turning lane capacity, if applicable.
LFT SPLT CAP ( = Identifies node destination of left-turn movement from ( downstream node, and associated percent green signal time and special turning lane capacity, if applicable. ( DIAG SPLT CAP
= Identifies node destination of diagonal movement from downstream node, and associated percent green signal time and capacity.
( . ( ( ( f C-3 L . - - - - - - - -
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w ,, m r-%- _ r-m r- v r, rm rt n v m m r- w _r , r PPILIMINARY, REV.1 83 135 18914. 12. 12. 8. I 1 7 4 F 38. 143. 0.40 1900. 139 0.0 1137. 0 0.0 0. 0 0.0 0. 0 0.0 0. 80 131 130 5000. 11, 10. 4. 1 2 7 4 F 38. 127. 1.00 1218. 0 0.0 1058. 129 0.0 0. 135 0.0 0. 0 0.0 0. 79 132 131 12000, 9. 9. 4. 1 2 4 4 F 31. 137. 1.00 1078. 0 0.0 417. 0 0.0 0. 130 0.0 0. 0 0.0 0. NETHORN LIST 1rG LINN FRil TO LEN AH LH SH L PR LT AT PM SPD JAH PRF FCAP STR SPLT CAP RGT SPLT CAP LFT SPLT CAP DIAG SPLT CAP 78 133 132 11000. 9. 9. 4. I 1 4 4 F 31. 137. 1.00 1078. 0 0.0 417. 0 0.0 0. 0 0.0 0. 131 0.0 417. 84 134 131 7000. 11. 11, 4. 1 1 4 4 F 24. 213. 0.40 1302. 0 0.0 783. 0 0.0 0. 132 0.0 0. 0 0.0 0. 87 137 15S34. 11. 10, 8. I 1 7 4 F 35. 142. 0.40 1246. 0 0.0 1058. 136 0.0 0. 0 0.0 0. 0 0.0 0. 84 135 139 10750. 11. 11, 8. 1 1 7 4 F 35. 162. 1.00 1400. 804 0.0 1058. 0 0.0 0. 0 0.0 0. 0 0.0 C. 89 136 135 22416. 10. 10. 4. I 2 7 4 F 35. 139. 0.05 1218. 0 0.0 9e0. 0 0.0 0. 139 0.0 0. 0 0.0 6. 90 13S 21750. 9. 10. 4. 1 1 4 4 F 31. 155. 0.15 1218. 139 0.0 417 0 0.0 0, 805 0.0 0. 0 0.0 C. 88 137 133 1250. 10. 12. 2. 1 2 5 4 T 17. 307. 1.00 1344. 138 0.0 481. 135 0.0 5 0 0.0 0, 0 0.0 0. 91 138 605 21581. 9. 10. 8. 1 1 7 4 F 38. 129. 0.50 1246. 0 0.0 902. 0 0.0 0. 0 0.0 0. 0 0.0 0. 92 13) 10660. 10. 9. 4. 1 2 4 4 F 35. 120. 0.50 1050. 0 0.0 700. 0 0.0 0. 804 0.0 0. 0 0.0 0. 85 139 806 8000. 11. 11. 8. I 1 7 4 F 35. 162. 1.00 1400. 0 0.0 1058. 0 0.0 c. 0 0.0 0. 0 0.0 0. I 142 45 4834 13. 12. 8. 1 1 7 4 F 28. 224. 0.90 1400. 49 0.0 1215. 45 0.0 0. 47 0.0 0. 0 0.0 C. 2 49 2416. 12. 11. 4. I 1 7 4 F 38. 147. 0.10 1400. 108 0.0 1137. 0 0.0 0. 0 0.0 0. 0 0.0 6. 1 F. t C
s F L PRELIMINARY, REV. I r L ( ANNEX A EVACUATION FEASIBILITY ANALYSIS FOR SCHOOLS, NURSING HOMES, AND SENIOR CITIZEN CENTERS { WITHIN THE BRAIDWOOD STATION EPZ J 1 ( (- ( l (' 0665A-1343015-B4T
O PRELIMINARY, REV. 1
. ANNEX A g
A.1 INTRODUCTION In addition to -an estimate of the time required to evacuate the general population, 'NUREG 0654, Appendix 4 requires that separate estimates be made of the times required .to evacuate special facilities within the EPZ, Special facilities selected to be analyzed in this Annex A include schools, t nursing homes, and senior citizen. centers in the Braidwood Station EPZ. The analysis is based on facility-specific Standard Operating -Procedures developed in conjunction with and in support of the Illinois' Plan for r Radiological Accidents (IPRA), Braidwood Volume VII. ( It is important to note that this study presents representative time frames for a range of seasonal, diurnal, and weather conditions for the evacuation of various areas around the Braidwood Station once a decision has been made to evacuate; while the Braidwood Volume of IPHA is the detailed emergency. operations plan for the Braidwood Station EPZ. ( ( ( 0 0665-1343015-B4T A-1 I
p L PRELIMINARY, REV. 1 A.2 DEMOGRAPHIC, TRANSPORTATION, AND MOBILIZATION DATA
. Each of the Braidwood Station EPZ special f acilities to be analyzed in this
{ Annex was contacted between July 1985 and January 1986 by State of Illinois Emergency Services and Disaster Agency -(ESDA) plancing personnel to determine facility populations, transportation requirements, and mobilization times. Table A-1 presents the population data compiled for the-nine school districts (including parochial and pre-schools), one nursing i home, and two senior citizen centers within the Braidwood Station EPZ. The nine school districts have a total population of 6849 including students, faculty and staff. Consistent with the Standard Operating Procedures (SOP) developed for each school district's emergency response, the school populations of pa rochia l. and pre-schools (including nursery schools and day care centers) have been incorporated into their respective f' community school districts. Kerri Lynn's Pre-school is considered as part of the Reed-Custer School District No. 255 population. St. Rose School, Grace Lutheran Church Pre-school, and the Church of God of Prophecy School were included in the Wilmington School District No. 209 population. Kid's i Korner Nursery School is included in the Gardner District Nos. 72 and 73 total population and the United Methodist Day Care Center and the Creative Me Pre-school were inc lude<' in the population for the Coal City School District No. 1. One nursing home and two senior citizen centers are located within the Braidwood Station EPZ. These are the Royal Willow Nursing Care Center in Wilmington, the Campbell House Senior Center in Coal City, and the ( 0665-1343015-B4T A-2 i
9 PRELIMINARY, REV. 1 Southeastern Grundy County Senior Citizen Center in Gardner. These facilities have daytime populations as noted on Table A-1. The only I Braidwood Station EPZ special facility with a permanent nighttime population L is the Royal Willow Nursing Care Center, as also noted on Table A-1. Transportation requirements and mobilization times for the special [ facilities within the Braidwood Station EPZ are presented in Table A-2. Transportation requirements were developed using transportation resource daca from IPRA Braidwood Volume VII. Mobilization and loading times for the special facilities in the Braidwood EPZ were obtained by State of Illinois ESDA personnel through interviews with facility officials. ( ( ( s ( ( ( 0665-1343015-B4T A-3 s
1 F L PRELIMINARY, REV. 1 - A.3 SCOPE l Five evacuation scenarios were evaluated in analyzing the transportation requirements and determining the evacuation times for the special facilities in the Braidwood Station EPZ. The following cases present the evaluations of the transportation requirements for each of these scenarios. These cases [ encompass the probable scope of special facility evacuation scenarios. The areas of the Braidwood Station EPZ evaluated under each of these cases are illustrated in Figures A-1 through A-5. The evacuation time estimates for the special facilities in the Braidwood Station EPZ are presented in Table A-2. Case 1 [ Case I represents the evacuation of special facilities in study areas A and B (see Figure A-1). This case covers the 0-2 mile EPZ of the Braidwood Station. The special facilities ,1uated in this case include the Reed-Custer School District No. 255 (excluding Custer Park Elementary School), Braceville School District No. 75 and their associated parochial / pre-schools (as noted in Section A.2). In this case, local school district transportation resources need to be supplemented. The additional transportation resources required for the Reed-Custer School District are four buses which could be provided from the Lund School ilus Service and the one bus required in the Braceville School District could be provided by W.D. Ilus Lines. [ ( 0665-1343015-B4T A-4
)
s PRELIMINARY, REV. 1 y Case 2 H I Case 2 represents the evacuation of special facilities in study areas A, B, L C, and G (see Figure A-2). This case covers the 0-2 mile EPZ and the 2-10 mile NE quadrant of the Braidwood Station EPZ. The special facilitier evaluated in this case include the Reed-Custer School District No. 255, [ Braceville School District No. 75, Wilmington School District No. 209, their associated parochial / pre-schools (as noted in Section A.2) and the Royal Willow Nursing Care Center. [ In this case, local school district transportation resources need to be supplemented to effect an evacuation of all students, f aculty and staf f of the school districts and the evacuation of clients and staff from Royal Willow. The additional transportation resources required are seven buses ( for the Reed-Custer School District, one bus for the Braceville School District, and nine buses for the Wilmington School District. These addi-tional buses could be provided by Kline 53us Company and W.D. Bus Lines. Royal Willow would also require three buses and two ambulances. The buses could be provided by Kline Bus Company while the ambulances could be provided through the Wilmington Fire Department. The only nighttime special facility evacuation scenario is for the Royal Willow Nursing Care Center. Royal Willow would require three buses which could be provided by the Lund School Bus Service and two ambulances which J could be provided through the Wilmington Fire Department. s [ [ 0665-1343015-B4T A-5
)
s d L PRELIMINARY, REV. 1 / Case 3 l-Case 3' represents the evacuat ion of special facilities in study areas A, B, ( . F,.and J (see Figure A-3). This case covers the 0-2 mile EPZ and the 2-10 mile NW quadrant of the Braidwood Station EPZ. The special facilities evaluated in this case include the Reed-Custer School District No. 255 (excluding Custer Park Elementary School), Braceville School District No. 75, Coal City School District No. 1, Mazon School District No. 2, their associated parochial / pre-schools (as noted in Section A.2), and the Campbell House Senior Center. The transportation resources of the Mazon School District are sufficient to evacuate all of their students, faculty, and staff. In the case of the Reed-Custer, Braceville and Coal City School Districts and the Campbell h- House Senior Center, local school district transportation resources need to be- supplemented to affect an evacuation. The additional transportation resources required are four buses for the Reed-Custer School District, one bus for the Braceville School. District, six buses for the Coal City School District ~and one bus. for the Campbell llouse Senior Center. The additional (. buses could be provided by the Lund School Bus Service and W.D. Bus Lines. [- Case 4 ( Case 4 represents the evacuation of special facilities in study areas A, B, E, I, and Mazon (see Figure A-4). This case covers the 0-2 mile EPZ and the 2-10 mile SW quadrant of the ~Braidwood Station EPZ. The special facilities [. evaluated in this case include the Reed-Custer School District No. 255
. 0665-1343015-B4T A-6
I L PRELIMINARY, REV. 1 (excluding Custer Park Elementary School), Braceville School District No. 75, Gardner School Districts Nos. 72 and 73, South Wilmington School District No. 74, Mazon School District No. 2, their associated parochial / pre-schools (as noted in Section A.2), and the Southeastern Grundy County Senior Citizen Center. [ The Gardner and Mazon School Districts have sufficient transportation resources to evacuate all of their students, faculty, and ctaff. In the case of the Reed-Custer, Braceville and South Wilmington School Districts [ and the Southeastern Grundy County Senior Citizen Center, local school districts transportation resources need to be supplemented to affect an [ evacuation. The additional transportation resources required are four buses for the Reed-Custer School District, one bus for the Braceville School District, two buses for the South Wilmington School District, and one bus ( for the Southeastern Grundy County Senior Citizen Center. The four buses required in the Reed-Custer School District could be provided by the Lund School Bus Service and the remaining buses required could be provided by W.D. Bus Lines. Case 5 ( Case 5 represents the evacuation of special facilities in study areas A, B, D , 11, and Custer Park (see Figure A-5). This case covers the 0-2 mile EPZ and the 2-10 mile SE quadrant of the Braidwood Station E P7. . The special facilities evaluated in this case include the Reed-Custer School District s - No. 255, Braceville School District No. 75, Essex/ Reddick School District No. 3, and their associated parochial / pre-schools (as noted in Section A.2). [ A-7 0665-1343015-B4T
L. i W PRELIMINARY, REV. 1
. The Essex/ Reddick School District'has sufficient transportation resources to evacuate all'of'their students, faculty, and staff. The additional ' trans-portation resources required are seven buses for the Reed-Custer School
(~ District which. could be provided by the Lund School Bus Service, while the one bus ' required for the Braceville School District could be provided by W.D. Bus Lines. (: (. [ p. (; [L ( ( [1 T [2 0665-1343015-B4T A-8 s-ni e--somn . ..
L PRELittINARY, REV. 1 A.4 SPECIAL FACILITY EVACUATION TIriES The total estimated evacuation times for the special facilities within the { Braidwood Station EPZ are presented in Table A-2. These special facility ( evacuation time estimates include notification, mobilization time for obtaining transportation, time for loading persons into vehicles, and the [ travel time out of the EPZ. Travel time out of the EPZ has been determined using the average vehicle speed calculated by the NETVAC2 model along the appropriate evacuation route. Data for these calculations have been taken ( from the general population evacuation simulation for the full EPZ winter daytime or nighttime (as applicable) scenario for both normal and adverse weather conditions. The winter simulation was utilized for the special facility evacuation time estimate analysis since the winter period is concurrent with the school year. The mobilization and loading time esti-( mates for each special facility were combined with the travel time out of the EPZ to calculate the total special facilities evacuation time. These special ' facility evacuation time estimates represent . times that county and municipal ESDA personnel could reasonably expect to occur subsequent to activation of their Emergency Operation Centers (EOC) and implementation of ( their respective Standard Operating Procedures' (SOP). The special facility evacuation time estimates demonstrate that these facilities can be evacuated within the same time frame as that for the general population. ( ( ( [ 0665-1343015-B4T A-9
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r-- m m r-m _ r- m e-m r-, r-m rm m 1--, 1-PREllMINARV, it EV. I 1 Allt E A-1 SCl100 L S , NURSING ilOMIS, AND SIN 10R Cill/IN CENIfftS WilillN 111E ItRAIDWOOD STATION EP/ lotal Destrict/ Faci 1ity SchooI D i s t r i c t_1.1_)/_ Spec i a i iaciIity Slydy_ Area L2_) T a c i I ily_tiumbo r ( s )_(1) Daylj me_ ilopu t a3]ony/,8Q Case 1 Reed-Custer School District #255 A (61,62,63,86) 1222 Dracevi l le School District #15 B (64) 163 Cut? Heed-Custer School District ~ #255 A, C (61.62,63,86,72) 1420 Dracevi l le School District #75 B (64) 163 Wilmington School District #209 C (73,14,15.76,71,79,84) 2074 Royal Wi l low Nursing Ca re Center C (93) 175 (6) C. alt.] Reed-Custer School District #255 A (61,62,63,86) I??? Draceville School District #75 B (64) 163 Coal City School District #1 F (65,66,67,78,85) 1753 Mazon School District #2 J (82,83) 411 Campbell House Senior Center F (92) 35 (1) F or the purpose of thi s ana ly si s, pa roch ia l /p r e-schoo l populations a re included in the associated school district total. (2) See Table 2-1 and figure 2-1. (3) See Tables 3-4 and 3-5 (4) includes Mazon. (5) includes Custer Pa rk. (6) This value is also representative of the nighttime population for Royal Willow. 1 of 2
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PREllMlHARY, REV. 1 T ABi l: A-1 (Con-t o tas i District /f'acility
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Ca so . la Reed-Custe r School District #2W A ( 61,62,61,8 f3 ) IP?? Hracevi lle School District #TS 8 (61) 4 163 Ga rdne r Schoo l Districts #l? and #13 I (70.71,87) '318 SouttW;i lmington School I)istrict #714 0 (69) 13? Malon School District #2 1 (8 ) 4 (8P,83) i fll Southeastern Grundy County Senior E (98) 30 Citizen Center
., $ =0 Case _)
Reed-Custe r School District #25'; A (5) (61,62,63,86,72) 1820 4 Braceville School District #75 B (61) 4 163 0,H (68,80,81) 318 Essex/Reddich School District #3 (1) f or the purpose of this analysis, pa roch i a l /p re-schoo l popula tions a re included in the associated school district total. (2) See Table 2-1 and figure 2-1. (3) See t a b l e s 3-14 and 3-5. (t ) Includes Ma70n. 4 (5) Includes Custer Pa rk. (6) This value is also representative of the nighttime population for Roya l WiiIow. 2 of 2
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$ SCHOOLS E NURSING HOMES AND SENIOR CITIZEN CENTERS 102
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$ SCHOOLS O E S L E Yl 5 NURSING HOMES AND SENIOR CITIZEN CENTERS 102 1
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#m: SOURCE: Based on revisei llimois general Ngh oy maps Mur for Grundy (12 /81), Kar4ohee (12/81), Liv egston (12/81) and Will (12 / 79) couelles.
TI APERTURE CAf1D I L 0 T FIGURE A-5 CASE 5 Also Available On Aperture Card , 8 /s 0 0 /1 0 / / O - I s b}}