|
|
| Line 17: |
Line 17: |
|
| |
|
| =Text= | | =Text= |
| {{#Wiki_filter:RELATED CORRWhM UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION Before the Atomic Safety and Licensina Board | | {{#Wiki_filter:}} |
| )
| |
| In the Matter of ) Docket No. 50-322-OL-3
| |
| )
| |
| LONG ISLAND LIGHTING COMPANY ) (Emergency Planning)
| |
| )
| |
| (Shoreham Nuclear Power Station, )
| |
| Unit 1) )
| |
| )
| |
| )
| |
| DIRECT TESTIMONY OF DAVID T. HARTGEN AND ROBERT C. MILLSPAUGH ON BEHALF OF THE STATE OF NEW YORK REGARDING LILCO'S RECEPTION CENTERS I. Names and Oualifications Q. Please state your names and occupations.
| |
| A. Hartgen: My name is David T. Hartgen. I am the Director of Statistics and Analysis for the New York State Department of Transportation, Albany, New York.
| |
| Millspaugh: My name is Robert C. Millspaugh. I am the Supervisor of the Traffic Engineering Design Section, New York State Department of Transportation, Albany, New York.
| |
| i i
| |
| i
| |
| {
| |
| ~ ~ mm ,_
| |
| l
| |
| #TJ'*!88N T , ._
| |
| Fe h PDR i
| |
| l l
| |
| ?
| |
| | |
| Q. Please provide a brief description of your qualifications.
| |
| A. Hartgen: I have been engaged in transportation planning and information systems management with the New York State Department of Transportation since 1967. As Director of Transportation Statistics and Analysis, a position I have held for 6 years, I am responsible for the collection and analysis of transportation statistics pertaining to the State's highways. I am directly involved in assessing the performance of various aspects of the State's highway system, including highway condition, capacity, and traffic. This often involves the use of sophisticated com-puterized transportation models, such as the one relied upon in this testimony.
| |
| I am the author of 123 transportation-related articles and reports, 63 of which are in the published literature. I have served on or chaired over 20 professional panels and committees on transportation issues. In addition, I serve as an Adjunct Professor in the Department of Geography of the State University of New York at Albany, where I assisted in establishing a trans-portation studies program and teach courses related to transpor-tation analysis. A copy of my resume is attached as Exhibit 1 to this testimony.
| |
| Millspaugh: I have been with the Department of Trans-portation and its predecessor agencies since 1961. As Supervisor of the Traffic Engineering Design Section, a position I have held for 20 years, I am responsible for developing and implementing procedures for designing traffic improvements. In particular, my duties involve assessments of signalized intersections on city streets, urban arterials, and freeways. Thus, I am familiar with the methods used to analyze intersections on New York State highways. A copy of my resume is attached as Exhibit 2 to this testimony.
| |
| 4 i .
| |
| II. Purnose Of Testimony Q. What is the purpose of your testimony?
| |
| s
| |
| ; A. Hartgen, Millspaugh: LILCO has proposed a Plan for the i i ,
| |
| evacuation of Shoreham EPZ residents in the event of an incident 4 in which radioactive material is released. According to this Plan, some or all of the residents of the EPZ may be directed to 4 proceed to one of three reception centers located in Nassau County for monitoring and, if necessary, decontamination. Plan, i j at 3.6-7; OPIP 3.6.1., at 2.1/ People needing shelter will i also be instructed to proceed to reception centers where they
| |
| ; will receive directions to congregate care centers. Plan, at -
| |
| 3.9-5. !
| |
| i l
| |
| ] The three centers are LILCO-owned. properties located in the villages of Hicksville, Bellmore, and Roslyn. Plan, at 3.6-7.
| |
| l i All three of the LILCO sites are limited in size -- especially i
| |
| ] Roslyn and Bellmore -- and are situated in densely populated i J
| |
| l areas. The roadway network serving the sites is also constrained ;
| |
| 1 ;
| |
| j and often subject to traffic congestion. Aerial photographs of f 1
| |
| i the three sites, provided to us by Suffolk County, are attached j i
| |
| i hereto as Exhibits 3-6. ;
| |
| ! i I ,
| |
| I i i
| |
| l !
| |
| 1/ All references to the LILCO Plan and OPIPs are to Revision !
| |
| : 8, unless otherwise noted.
| |
| 1 !
| |
| | |
| The purpose of this testimony is to address issues related
| |
| { to the ability of the roads and streets leading to the reception centers to handle the massive amount of traffic and large number of evacuees which could be generatad by a LILCO monitoring advisory. We will also review LILCO's monitoring and decontami-l nation procedures to the extent that they rely upon moving large numbers of people and cars through constricted sites. We will
| |
| ]
| |
| refer to the movement of cars and people through the sites as
| |
| " site circulation." In conjunction with our analysis of this
| |
| ! matter, we will also be reviewing LILCO's ability to monitor arriving evacuees in a timely manner.
| |
| i Our testimony on these matters is designed to assist the 4
| |
| Board in resolving the following issues which have been admitted
| |
| . for litigation in this proceeding:
| |
| i l
| |
| : a. Whether transportation and traffic problems might i develop as a result of the reception centers' locations
| |
| ; and their distance from the plume EPZ; ;
| |
| i
| |
| ! b. Whether the reception centers' locations might create !
| |
| l problems in regard to the evacuation shadow phenomenon; i
| |
| i c. Whether the distance of the reception centers from the i
| |
| i plume EPZ will increase exposure to radiation;
| |
| : d. Whether LILCO's new monitoring procedures are adequate; j e. The adequacy of evacuation routes to the three LILCO i
| |
| facilities proposed as reception centers, including the effects of traffic congestion on the way to and in the vicinity of the facilities; i
| |
| l I
| |
| i l ,
| |
| l
| |
| : f. Staff requirements given the new scheme;
| |
| : g. Whether the proposal to send evacuees to LILCO parking lots could or would ever be implemented in a way to protect the public health and safety.
| |
| See Memorandum and Order Rulings on LILCO Motion to Recpen Record and Remand of Coliseum Issue (December 11', 1986), at 7, 17-19.
| |
| To support our testimony and to aid the Board in under-standing our testimony, we have included several exhibits includ-ing maps, charts, tables, photographs and a videotape of two approaches to the reception centers. These exhibits will be referenced in our testimony at various points. We have also conducted certain capacity analyses of the roads and intersec-tions leading to the reception centers, as well as analyses of the reception c' enters themselves, which we will describe in fur-ther detail below.
| |
| Q. Why should traffic and site circulation issues be addressed in assessing the suitability of LILCO's reception centers?
| |
| A. Hartgen, Millspaugh: NUREG 0654 Section J.12 provides that monitoring of evacuating EPZ residents and transients arriving at the reception centers shall be completed within approximately 12 hours. An announcement by LILCO that an accident has occurred and that monitoring is advisable for some or all EPZ residents
| |
| | |
| could generate a massive volume of evacuation traffic attempting to reach the three reception centers for monitoring and possibly decontamination. This traffic, added to other evacuating traffic and " background" traffic already on the roads leading to the reception centers, would place heavy demands on the limited road-way capacity in Nassau and Suffolk Counties.
| |
| The result will be substantial traffic congestion around the three reception centers, and on the roads leading to these sites from the EPZ. This congestion will cause very long lines of cars to develop, and many intersections and streets in the area could be overloaded. As a result, people trying to reach the reception centers for the purpose of being monitored, and decontaminated if necessary, will not be able to do so within the approximately 12-hour period specified by Section J.12.
| |
| A planner must also think about likely future circumstances.
| |
| As will be discussed below, traffic demand is increasing on Long Island. Continued growth in the background traffic on Long Island, growth in the EPZ population, and planned road repairs on major facilities, will further increase the traffic capacity problems which we believe would already inhibit effective operations of the reception centers if an incident were to happen now.
| |
| With regard to site circulation, LILCO's monitoring and decontamination procedures depend upon moving large numbers of people and cars through small areas using complicated flow schemes. Egg Draft Materials, OPIP 4.3.2 at 17-17a, 21-21a, 25-25a. LILCO has estimated that it can move 30% of the EPZ popula-tion through the reception centers using certain monitoring pro-cedures, and even more people using less comprehensive procedures. Draft Materials, Plan at 3.9-5. However, to the extent that LILCO cannot move people promptly through its small sites, it will be able to monitor even less than assumed. Thus, LILCO will be even further from meeting the requirements of Section J.12.
| |
| Q. What LILCO documents have you examined concerning the opera-tion of LILCO's reception centers and traffic issues related to those centers?
| |
| A. Hartgen, Millspaugh: We have reviewed portions of Revision 8 of the LILCO Plan pertinent to the operation of LILCO's recep-tion centers, particularly OPIPs 3.9.2 and 4.2.3 (Attachments Q and R to LILCO's Testimony) and parts of Appendix A of the Plan.
| |
| We have also reviewed certain draft revisions to Revision 8, dated February 20, 1987, which we will refer to as the " Draft Materials" (Attachment P to LILCO's Testimony).
| |
| Of interest to us also is another document prepared by a LILCO consultant, KLD Associates, Inc. ("KLD"), titled " Capacity Analysis of Highways in the Vicinity of Reception Centers for svacuees From Within the Shoreham Station Emergency Planning Zone" (Attachment M to LILCO's Testimony). In this analysis, which we shall refer to by its document number, KLD TR-192, KLD analyzes for LILCO some of the capacity and assignment concerns which arise as a result of LILCO's designation of these reception centers in densely populated Nassau County. KLD concludes that under " realistic" conditions (i.e. reduced background traffic, no shadow phenomenon traffic), all evacuating traffic seeking access to the reception centers can be " accommodated" within 12 hours.
| |
| Under conditions which KLD labels " extreme" (i.e. normal back-ground traffic, 100% EPZ evacuation and still no shadow phenome-non traffic) half of the evacuating vehicles can be accommodated within 12 hours. Sag KLD TR-192, at 28. We will discuss below some of our disagreements with the methods used and assumptions made by KLD in reaching its conclusions. Using our own analyses, we will demonstrate why KLD's conclusions are invalid.
| |
| In addition, we have reviewed portions of LILCO's testimony, dated March 30, 1986, related to traffic and site circulation issues. That testimony includes a new analyses by KLD, referred to as KLD TR-201, which concludes that the roads and inter-sections to the reception centers can accept the traffic demand generated by 30% of the EPZ population and normal background
| |
| (
| |
| I l l
| |
| ( _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ - _ _ _ _ _ _ - _ _ _ _ _ _ _ _ _ _ - _ _ _ _ _ _ _ - - _ _-
| |
| | |
| traffic -- still with no consideration for other evacuating traffic (such as due to evacuation shadow). Egg Attachment S to LILCO's Testimony. To the extent possible, we will also address that analysis. However, given the short amount of time between the receipt of the new analysis and the filing of this testimony, and the fact that the data underlying the analysis were not provided until April 6, our ability to address that analysis in this testimony is limited. Our review so far, however, reveals that the analysis is of very limited utility because it rests on unrealistically low assumptions regarding traffic demand. Thus, the results are not useful for analyzing serious accident situations where traffic demand could be much higher than assumed in the study.
| |
| Finally, we have also reviewed the deposition transcript of one of KLD's principals, and a LILCO witness, Mr. Edward Lieberman.
| |
| i
| |
| | |
| l III. LILCO's Failure to Analyze Traffic Concestion Q. Will you briefly summarize your concerns about potential f traffic congestion on the roads leading to LILCO's reception centers?
| |
| l A. Hartgen, Millspaugh: Yes. We are concerned about six separate aspects of the LILCO Plan and the analysis of the Plan as reflected in KLD TR-192 and KLD TR-201. These are:
| |
| : 1. Flawed assumptions in the LILCO Plan and in KLD TR-192 and KLD TR-201 about the routes to be taken by evacuees between the EPZ and the reception centers;
| |
| : 2. KLD's failure to analyze adequately the capacities of the roads between the EPZ and the reception centers;
| |
| : 3. Unsupported assumptions in KLD TR-192 concerning the magnitude of background traffic likely to be in the vicinity of the reception centers and on the evacuation routes themselves in the event of a Shoreman accident; l'
| |
| : 4. The failure to analyze the impact of members of the public evacuating in addition to those advised to so;
| |
| : 5. KLD TR-192's failure to analyze intersection capa-cities adequately and failure to use accepted i
| |
| methodology (a problem only partially resolved in ;
| |
| 1 KLD TR-201);
| |
| : 6. The failure to analyze the effect of road con-struction on capacity.
| |
| A. Concerns About Routina Q. Will you please describe your concerns about the first item above regarding the LILCO Plan's routing assumptions?
| |
| A. Hartgen: Under the LILCO Plan, the residents of each EPZ subzone are assigned to one of the three reception centers.
| |
| Plan, Appendix A at IV-75 through IV-162. The Plan also describes set routes to the reception centers for the residents of each EPZ subzone. Id. In some cases, there are multiple routes described for each subzone, with residents assigned to different routes depending on where they live within the subcone.
| |
| Egg e.a., Plan, Appendix A at IV-82a. Apparently, these recep-
| |
| | |
| tion center assignments and routing assignments were made to maximize, in theory, the available site and roadway capacities.
| |
| Egg KLD TR-192, at 1.
| |
| I The LILCO Plan, however, provides no reliable means to assure that evacuees will in fact follow the routes LILCO assumes. The reception centers are 40 miles from the Shoreham 1
| |
| plant. The routes to the reception centers are not simple and will not be obvious to most evacuees. People may also perceive that they know a quicker route to their assigned reception centers than the route assialed to them. Nevertheless, KLD TR-192 and the LILCO Plan assume that evacuees seeking monitoring will adhere to the routes and reception centers assigned to them by LILCO. This is a flawed assumption which, while maximizing the use of capacity on paper, is not consistent with reality.
| |
| The reality is that individuals directed by LILCO to follow a certain path between the EPZ and a particular reception site may not in fact follow that path; others may not go to the par-ticular site assigned to them. If this happens, traffic demands on some routes will be greater than KLD assumes. On others it will be less; but that does not mean that one balances out the other. Individuals on those routes with increased traffic demand are likely to experience greater delays reaching the reception centers. As a result, they will be delayed in being monitored and decontaminated. Neither the LILCO Plan nor KLD have analyzed
| |
| | |
| this possibility; however, our capacity analysis described more fully below, does. It shows that the effect is to increase congestion on roads to the east of the three sites, particularly Hicksville.
| |
| B. Failure to Analyze Route Capacity Q. Please explain your concerns about item 2, LILCO's failure to analyze route capacity?
| |
| A. Hartgen: In analyzing the ability of Nassau County roads to handle the traffic generated by a monitoring advisory, KLD TR-192 and KLD TR-201 concentrate only on the capacity of intersections in the vicinity of the three sites, but do not assess the capacities of the roads between the intersections. Thus, the KLD i
| |
| analyses simply assume that route capacities between the EPZ and
| |
| , the reception sites will not be the limiting factor in determining the ability of the roads to handle the additional evacuating traffic.
| |
| Q. Why is this a concern?
| |
| A. Hartgen: It is not valid to assume that the intersection is always the limiting factor when determining route capacity.2/
| |
| 2/ For instance, one road close to s .:' Hicksville site, such as i Rt.107 between the Southern State Parkway, and Old Country Road, has a narrow 2-lane section that reduces its capacity overall. ,?
| |
| | |
| Many factors affect roadway capacity (e.g. the presence of trucks or narrow geometrics) which could reduce road capacity below r
| |
| intersection capacity. For instance, for freeways, road capacity depends on the number of lanes, lateral clearance, lane width, vehicle mix, grades, area type and weather. Under ideal conditions, capacity is about 2000 vehicles / lane / hour, but the above factors, particularly the percentage of trucks in the traf-fic stream, can reduce this number as much as 30%. Neither LILCO nor its consultant, KLD, has calculated the capacity of key approaches to its sites, such as the Long Island Expressway (which has a high percentage of trucks).
| |
| If the capacity of routes between the sites and the EPZ cannot handle the additional traffic, then evacuees will be delayed substantially more than KLD concludes. Congestion on the major routes between the EPZ and the sites may be so severe as to prevent all evacuees from reaching the sites and being monitored within the required 12 hours. Our analysis, described below, shows that limited route capacity is a maior source of congestion and delay that could produce huge backups extending for miles toward the EPZ.
| |
| l l
| |
| C. Unsuonorted Assumotions About Backoround Traffic Q. Please explain your concerns about item 3, regarding the
| |
| ; assumptions LILCO and its consultant have made about the amount of background traffic which will be on the roads leading to and around the reception centers during an evacuation and a monitor-ing advisory.
| |
| A. Hartgen: First, " background traffic" is defined as all traffic on the road other than evacuation / monitoring traffic.
| |
| The level of background traffic likely to be on the roads is of course a concern because such traffic uses the already limited capacity which might otherwise be available to evacuees. KLD i
| |
| TR-192 assumes that (except for one scenario) normal background j traffic will droo by 50% during a Shoreham evacuation, as local residents choose to stay off the roads. KLD TR-192, at 15, 17.
| |
| As a result, KLD TR-192 concludes that the roads leading to the reception centers can accommodate all evacuating traffic even if 100% of the EPZ population arrives at the reception centers. We
| |
| , believe, however, that LILCO and KLD have severely underestimated i
| |
| the amount of background traffic likely to be on the approaches to the sites, as well as on the evacuation routes.
| |
| t Q. Why is an assumed 50% reduction in background traffic incor-rect?
| |
| A. Hartgen: First, neither KLD TR-192 nor the LILCO Plan offer any support for their assertion that individuals living close to the relocation center sites will choose to stay off the road.
| |
| Indeed, as Suffolk County's witness Dr. Johnson points out, background traffic around the reception center sites may very well rise as people living around the reception centers (and the reception centers are all in densely populated areas) attempt to leave their homes. Ege Direct Testimony of James H. Johnson, Jr., and Susan C. Saegert on Behalf of Suffolk County Regarding LILCO's Reception Centers (April 13, 1987). There will be additional background traffic as workers return home to be with families.
| |
| Finally, it is important to remember that traffic is growing on Long Island with no proportional increase in road capacities.
| |
| KLD only looked at background rates for 1986 without looking into the future. But, Long Island traffic is growing at an annual rate of 4.6% inside the EPZ and 2.6% outside the EPZ. Thus, each year in the future, the amount of background traffic will be greater than KLD assumes. Just five years from now, there will be 23% more traffic on roads inside the zone, and 13% more on 1
| |
| roads outside the zone. In 20 years, about half-way through the life of Shoreham, there will be 92% more internal traffic and 52%
| |
| more external traffic. As shown by our analyses below, this growth will congest the roads so much that a plan seeking to move evacuees to LILCO's reception centers will not work at all. Such
| |
| | |
| traffic growth also means that peak hours will last longer, making it more likely that an evacuation might occur during peak hours.
| |
| Q. What are the consequences if KLD's assumptions about a reduction in background traffic are incorrect?
| |
| A. Hartgen: If KLD's assumption is not correct, then its capa-city analysis is wrong. In our opinion, considerably more than 4
| |
| 50% of normal background traffic could be present. Indeed, back-ground levels could rise by 50%, especially considering annual traffic growth. Thus, in our analysis below, we consider, among other things, the effect of an increase in background traffic on traffic congestion.
| |
| Q. But isn't it true that KLD TR-201', filed with LILCO's testimony, analyzes the capacity of the routes assuming that background traffic is at 100%, and concludes that all evacuees can be accommodated within the 12-hour timeframe of Section J.12?
| |
| Yes, but the analyses was conducted assuming that A. Hartgen:
| |
| ! only 30% of the EPZ population would report to the reception
| |
| : centers and that there is absolutely no other evacuation traffic on the road. Naturally, when one assumes that there will be only a little traffic on the road, the results will show that the r-roads can handle the demand. The question is whether KLD's assumptions have any basis in reality. In my opinion, they do not.
| |
| D. Failure to Analyze Effects of Overresponse to a Monitorino Advisorv Q. Please explain your concerns regarding KLD's and LILCO's failure to consider that people not advised to seek monitoring or evacuate may nevertheless do so.
| |
| i A. Hartgen: In evaluating the adequacy of the reception cen-
| |
| ! ters and the roads leading to them, neither the LILCO Plan nor I
| |
| KLD's analysis take into account the fact that people from out-side the EPZ may try to use the sites. Likewise, they do not consider the possibility that some people within the EPZ who were ,
| |
| not among those advised to evacuate or seek monitoring may do so anyway. Egg Direct Testimony of Stephen Cole gi al. on Behalf of Suffolk County Regarding LILCO's Reception Centers (April 13, 1987). This so-called " shadow" traffic may add substantially to i
| |
| the demand for road space (even if all such traffic does not go l to the reception centers), as well as the demand for monitoring i
| |
| i services at the reception centers (for that portion that does ,
| |
| ; seek monitoring). Our analysis has taken this important factor
| |
| : into account. The results show that the effect is substantial.-
| |
| l i
| |
| i s
| |
| P
| |
| | |
| i E
| |
| E. Concerns About Jntersections 4
| |
| k j Q. Please state your opinions about LILCO's failure to analyze intersections around the reception centers properly.
| |
| 1
| |
| ; A. Hartgen, Millspaugh: As stated above, KLD's analysis appears to have focused only on intersections around the reception centers and not on the roads themselves. However, even the analysis that was conducted is also flawed in several ways.
| |
| First, KLD TR-192 was very limited in the number of inter-sections it examined. Many more intersections exist around, or
| |
| ! on the approaches to the LILCO reception centers which could restrict movement. Some of these were analyzed in KLD TR-201, but at such optimistic levels of traffic demand as to be of very I
| |
| little use.
| |
| j i
| |
| There may also be bottlenecks or intersection capacity j problems at major intersections or ramp junctions along the i
| |
| entire length of the evacuation routes. We are especially concerned at locations where the evacuating traffic is required to go from one highway to another via turning movements or ramps.3/
| |
| i 3/ For instance, the section of Exhibit 25 (videotape) per-
| |
| ! taining to Route 107 South, one of the routes to the Hicksville reception center, reveals that several intersections constrict movement, particularly intersections in the vicinity of Mid Plaza Center and Route 106/107. Route 107 is a heavily traveled (footnote continued)
| |
| [
| |
| | |
| Second, KLD TR-192 deviates from accepted practice as set
| |
| , forth in the 1985 Highway Capacity Manual ("HCM"). For instance, there is no evidence that KLD conducted a " delay analysis."
| |
| Average stopped-time delay, as defined in the HCM (pages 1-9 and i
| |
| 1-10), is the principal measure of effectiveness used in evaluating level of service at signalized intersections. Average stopped-time delay is the time the average vehicle spends stopped i in a queue while waiting to enter an intersection. Using the procedures in the HCM, average stopped time delay is calculated for each lane group, each approach, and finally the entire intersection. LILCO and its consultant have not done such an analysis. KLD TR-201 includes a stopped-time delay analysis, but
| |
| ! uses such optimistic demand assumptions (including no more than 30% EPZ traffic and no " shadow" traffic) that the results do not aid the analysis.
| |
| Q. If KLD has done a capacity analysis (albeit limited) of certain intersections, why must we also be concerned with delay j and level of service?
| |
| A. Hartgen, Millspaugh:
| |
| * Capacity and its related measure, the V/C ratiod/ do not tell the whole story. All the driver is aware l (footnote continued from previous page) i corridor already; our capacity analysis below shows that it would be overloaded if evacuating traffic were added to it.
| |
| A/ V/C stands for volume (traffic demand) divided by capacity.
| |
| A V/C ratio of 1 means that all available roadway capacity is i
| |
| being used by the traffic on the roads. A V/C of over 1 means (footnote continued) of is how long he has to wait at an intersection. Capacity and delay do not correlate directly with each other. It is the delav that frustrates drivers and results in unsafe movements and possibly accidents which will further tie up traffic. It is also delav that encourages drivers to seek alternate routes. The delay will have a significant negative effect on tqe attitudes of the evacuees towards the evacuation procedure in general. Since the evacuation has time constraints, we feel a delay analysis la i
| |
| j important. Thus, we have conducted an analysis of certain
| |
| ! intersections around the EPZ, described more fully below, which i
| |
| takes delay into account ac the ECM requires and relates the j results to the more realistic scenarios described in our analysis i
| |
| { below.
| |
| ,1 Q. Are there other ways in which KLD's analysis of intersec-tions has departed from standard practice?
| |
| Hartgen, Millspaugh: Yes. The capacity analysis in KLD TR-192 is based on assumed signal timing, not the signal i
| |
| timing that actually exists at each intersection. The signal timing which is expected to exist at the time of an accident i
| |
| ; should be used, if it is available. '
| |
| i j l (footnote continued from previous page)
| |
| ! that the demand for road space is greater than the capacity of I the road itself. This results in bottlenecks or queues. '
| |
| i j i
| |
| | |
| l 4
| |
| KLD TR-192 also assumes that all actuated signals will be operating correctly.5/ However, if the detectors malfunction or are broken, the signal may operate on a fixed time basis until I the detectors are repaired. This will severely affect !
| |
| intersection capacity.5/ !
| |
| Third, LILCO and KLD have made an erroneous assumption about how traffic will arrive at the various intersections analyzed and how that will affect overall delay. In assessing the capabili- !
| |
| ties of the intersections around the reception centers in KLD I j TR-192, KLD has misstated the demand (volume) which will occur at l l the intersections and the effect of the timing of the arrival of l traffic. In essence, KLD has calculated the capacity of the intersections analyzed by assuming that there will be an equal distrtbution of traffic demand over the various 12-hour periods i
| |
| which are analyzed.1/
| |
| I y 5/ Actuated signals are computerized tr'affic signals which vary their cycles according to traffic demand on different inter-section legs. Demand is sensed by detectors implanted in the '
| |
| roads and the information is passed on to computers which control the traffic lights.
| |
| i $/ Indeed, we observed a failed signal directly in front of the
| |
| , Hicksville facility on March 4, 1987 at 4:15 p.m. which backed up i traffic on Old Country Road. Such failures can and do occur and j can substantially delay traffic.
| |
| , 1/ The volumes of evacuating and background traffic used by LILCO are an arithmetic hourly average of the volumes occurring i during each of three 12-hour periods. LILCO took the total traffic volume expected within the specified 12 hour period and
| |
| ! divided it by 12 to obtain an average (mean) hourly volume. This is an incorrect representation of the traffic arrivals. It i
| |
| assumes that traffic will arrive at a uniform rate for the i duration of the 12 hour period. Peak traffic conditions are ignored. This is highly unrealistic.
| |
| | |
| In standard practice, the intersection should be able to accommodate the highest reasonably probable traffic flow ,
| |
| expected. This is typically assumed to be the 30th highest hour of each year. This is because during any weekday 12-hour period a peak period will occur, and may last for several hours on some approaches. Therefore, there is a strong probability that a period of peak background flow will occur sometime during the evacuation.
| |
| In peak traffic periods, conditions would be worse than KLD assumes; traffic demand would be significantly greater than the 12-hour average. While it is also true that in periods of very light traffic conditions may be better than predicted by the 12-hour average, the effects do not average out as KLD seems to assume. During the peak period, all traffic arriving at an intersection may not get through the intersection in one cycle.
| |
| In other words, there will be more traffic approaching the intersection than there will be leaving the intersection. This will result in queues on one or more approaches as the traffic waiting to proceed through the intersection backs up on the approaches. Indeed, queues from one intersection may extend far enough upstream to create congestion at the next upstream inter-section. Gridlocks are a distinct possibility, especially in the vicinity of the reception centers.E/
| |
| E/ For example, our analysis below of the intersection of Route '
| |
| 107 and Old Country Road, a key intersection in the vicinity of )
| |
| the Hicksville Center, indicates that back ups will occur during (footnote continued) i i
| |
| Even if traffic arriving on the approaches to the intersec-tion decreases, there will still be cars waiting on the approaches that have not gotten through the intersection. In i short, KLD has used an arbitrary approach that may have resulted I in lowering overall delay time.9/
| |
| i 1
| |
| l Q. Have you conducted any analyses of the intersections around i
| |
| j LILCO's reception centers?
| |
| k 1
| |
| A. Hartgen, Millspaugh: The pace of this proceeding did not
| |
| ] ,
| |
| j permit a full analysis of all intersections which we believe need analysis. We have, however, analyzed one key intersection at each reception center to demonstrate the type of congestion and delay that is likely to inhibit effective use of LILCO's recep-tion centers. These are described in Section IV, below.
| |
| N i
| |
| I i (footnote continued from previous page)
| |
| ! the PM peak hour in both DOT Scenarios 4 and 5. 2n Scenario 5 a l 1.17 mile queue southbound of vehicles waiting to turn left into <
| |
| ! Old Country Road will develop each hour. This queue would extend i past the signalized intersections of Rt. 107 with Nicholas and l Marie Streets in the first hout alone.
| |
| ! 9/ We also disagree with the use of a ratio of effective-to-
| |
| ! cchual cycle duration mentioned on page 16 of KLD TR-192. Since, this ratio is not used, or even mentioned, in the HCM, we question its validity.
| |
| - n,.,---c--- --p,m,,,,,,-,---,-vvw,77- ,my----my,wym_.,,--,mo g, g.m,_ ww-p r, - - - m,. ,, n mn--- -,n wwww 1
| |
| | |
| F. Construction Q. What are your concerns regarding road repairs?
| |
| A. We have a number of concerns which relate to road congestion and highway capacity. Under the LILCO Plan, evacuees are expected primarily to use the Long Island Expressway, the Northern State Parkway or the Southern State Parkway to reach the sites. As a result of the Rebuild New Ycrk Program, a signi-ficant amount of highway and bridge const'uction has been approved for the Long Island highway system. This construction will take a number of years to complete; in the interim, it will significantly affect capacity in the Northern State Parkway, the State Southern Parkway, the Long Island Expressway, and many of the arterial roadways in the area of the Reception Centers.1S/
| |
| Exhibits 7 (table) and 8 (map) show th'e construction program for the next 5 years. These plans are updated annually.
| |
| During construction, traffic flow in the job area will be regularly delayed due to the closing of lanes, reduction in lane widths, detours and other construction-related restrictions. It is therefore likely that Shoreham evacueen travelling to the reception centers would encounter at least some roadway 1S/ It should be noted that, once completed, the construction projects will not significantly increase capacity because the majority are designed to repair the existing infrastructure, not to add capacity. Thus, the construction project , will not alleviate the traffic arowth problem mentioned above.
| |
| l l
| |
| | |
| construction, and would be delayed even further in reaching the reception centers. Neither the LILCO Plan, KLD TR-192 nor KLD TR-201 have taken future construction projects, and the resulting decrease in available capacity, into account in determining the ability of the roads to feed traffic to the three reception centers.
| |
| G. KLD TR-201 and LILCO Testimony Q. What other concerns do you have about the analyses conducted by KLD?
| |
| A. Hartgen: I have a number of additional concerns arising from our reading of KLD TR-201 and LILCO's testimony.
| |
| O. Please explain:
| |
| A'. Hartgent Compared with the inadequate methodology in KLD TR-192, KLD TR-102 analyzes more intersections in the vicinity of
| |
| 'the three reception centers using the methodology of the Highway Canacity Manual. However, the scenarios used for the analysis take normal traffic flows, referred to as 100% background, and cdd to it only 30% (afterwards reduced to 20%) of EPZ traffic, and assumes that the EPZ traffic would arrive following the paths identified by LILCO. The not result of the analysis in that none of the intersections identified are shown to have capacity prob-lems given the scenario.
| |
| | |
| t Our problem with this methodology is that it does not assume 1 a realistic scenario. As our analysis below shows, this scenario falls at the low end of the traffic picture. It ignores traffic i
| |
| i (other than " background" traffic) from outside the EPZ (or from areas inside the EPZ other than the 30% assumed to leave),
| |
| ignores potential increases in background traffic from growth i
| |
| j rates or local resident evacuation, and assumes very low EPZ 4
| |
| evacuation. Therefore, it is not surprising to us that the results of the analysis show that the evacuation can be handled.
| |
| , In a sense, the analysis is conducted opposite to what is normally done. In the usual assessment, the analyst adds greater and greater detail as more difficult circumstances require this 1
| |
| l detail. In this case, however, KLD TR-201 improved on the detail i
| |
| i which was lacking in KLD TR-192, but assessed unrealistically low assumptions. A less result-oriented analysis would have produced i
| |
| a broader array of scenarios for this Board to consider.
| |
| I 1
| |
| 1 I am also concerned about further obfuscation of the capa-1 i city problems faced by LILCO in the LILCO Testimony's discussion 4 t
| |
| , of a queue analysis conducted by KLD. LILCO Testimony at 33.
| |
| ) LILCO's Testimony and KLD TR-201 appropriately recognize that t reception center monitoring activities may generate queues which i are of such length that they will extend beyond the borders of
| |
| [
| |
| j the sites and onto the approach roads to the sites. However, KLD l t
| |
| i has " analyzed" these queues and has concluded that their length ;
| |
| i L i
| |
| r l i
| |
| | |
| is not significant enough to intersect with the queues from the other two sites or with evacuating traffic. In other words, the queue formed by evacuees arriving at, say, Roslyn will not back up and interfere with the queue formed by Hicksville-bound evacuees or evacuating traffic not seeking monitoring.
| |
| In our view, this approach is meaningless. It simply ignores the reality that any queues extending beyond the confines of the sites will take up road space and clog the intersections on the reads approaching the sites. The result will be gridlock at those intersections. In addition, those queues will take road space away from the capacity which was assumed to be present when the other portion of KLD TR-201 was analyzed; that is, the capa-city analysis. In other words, KLD has conveniently assumed that capacity roads on the approaches to the sites are available for two purposes; first, to provide space for the background traffic and the 30% evacuees, and secondly, to provide road space for queues waiting in line to be monitored. That road space cannot be available for both purposes. The capacity analysis should have been conducted by using capacities which were reduced to account for the effect that the queues have on reducing road space on the approaches to the sites.
| |
| As I indicated earlier, we have not had the opportunity to conduct a complete analysis of KLD TR-201 or of the LILCO Testi-mony, since we received the underlying documents only on April 6.
| |
| I However, as described below, we see nothing in these documents that changes our belief that our scenarios, described below, more realistically describe the circumstances which are likely to occur, and therefore more realistically describe the congestion which is likely to be present as a result of an EPZ evacuation.
| |
| H. Summary of Concerns Q. Please summarize your concerns regarding the LILCO Plan.
| |
| A. Hartgen, Millspaught In summary, we are concerned that the LILCO Plan and the KLD analyses inter.ded to support it are far too optimistic with respect to most assumptions, and fall to analyze certain factors which will lead to severe traffic congestion.
| |
| LILCO and its consultant optimistically assume adherence to directed routing by evacuees; optimistically assume an average, non-peak traffic load for 12 hours during an evacuation period; optimistically assume that background traffic will be greatly reduced during an evacuation or will be present when only a low ,
| |
| I portion of evacuees attempt to reach the sites; optimistically I
| |
| assume that route capacity is capable of handling traffic between i
| |
| the EPZ and the sites; optimistically assume that the percent of evacuees wishing to use the sites will be less then 30%; optimis-tically assume that background traffic will not grow because of natural growth, ovacuation shadow traffic, or peak hour volumes; and optimistically assume no drop in capacity as a result of road constructions. These assumptions strain the credibility of the Plan. In fact, we believe that the Plan will not work if realis-tic conditions are taken into account.
| |
| J i
| |
| h
| |
| ( ,
| |
| | |
| IV. State of New York Analyses Q. Have you conducted your own analysis of the implications of your concerns on the effectiveness of LILCO's Plan?
| |
| A. Hartgen: Yes. I have undertaken an assessment of most of the concerns expressed above.ll/
| |
| A. Overview of Method Q. Please describe the methods used in your analysis.
| |
| A. The method I have used to demonstrate how congestion will affect access to the reception centers is a route analysis pro-cedure known as an " assignment" process. Basically, it operates as follows: a street network representing the roads between the EPZ and the reception sites is described in computerized form as a series of road sections, or " links", and road intersections, or
| |
| " nodes". Traffic, consisting of background traffic, EPZ evacua-ting traffic, and non-EPZ evacuating traffic, is then " assigned" to the street network using (1) LILCO's assumption about particu-lar routes taken, or (2) other assumptions based on choices of drivers.
| |
| 11/ Due to lack of time and other commitments, no independent cnalyses were conducted of the road construction problems discussed above.
| |
| | |
| Accumulated traffic on each road section is then compared with the capacity of each road section to evaluate its ability to handle the traffic. For each road section the method calculates a measure of performance -- the V/C ratio. Using this informa-tion, the level of service of the system can be assessed, and those locations predicted to perform poorly can be identified.12/
| |
| B. Assumotions Made Q. In conducting your analysis, what assumptions did you make?
| |
| A. In developing the methodology, we made certain assumptions concerning: (1) network structure and road capacity; (2) back-ground traffic; (3) evacuation traffic; and (4) the traffic assignment process itself.
| |
| : 1. The Network To prepare the network, a schematic net showing the routes between the EPZ and the three LILCO sites was established and coded, with particular attention paid to the areas around the 12/ The particular computerized version of the assignment package used here is known as " CARS". CARS, or Comprehensive assignment and Routing Eystem, is a computer software program that operates on an IBM PC Microcomputer, and is marketed by .
| |
| Roger L. Creighton Associates, Inc. of Delmar, New York. CARS produces estimates of traffic on each highway section, along with measures of performance at each location. Results of CARS can be l
| |
| utilized to analyze at intersections using the methods in the ;
| |
| 1985 Highway Capacity Manual. i j '
| |
| l
| |
| | |
| three reception centers. The network covers the area just east of the EPZ in Suffolk County to the area just west of the three reception centers in Nassau County. This network is shown in Exhibit 9 and contains la links and il nodes (not counting load-ing nodes).13/ For each link, geometric data (e.a., the number of lanes, lane widths, shoulders, and divided or undivided opera-tion) were obtained and the procedures of the HCM were applied to estimate the capacity of each highway section. Exhibit 10 provides a summary of the capacity of links used in the network.14/
| |
| : 2. Backaround Traffic KLD's methodology for determining background traffic was to take short term counts at selected intersections. However, this method does not provide a clear understanding of all the traffic leading to each intersection, and does not include any data on the routes themselves.
| |
| 13/ The attached videotape (Exhibit 25) shows certain links in the network as follows:
| |
| Hicksville approach: Node 107 to 007 to 206 to 205 Roslyn approach Node 803 to 501 to 502 to 505 In addition, nodes 206 (Route 107 and Old Country Road), 501-502 (Long Island Expressway and Willis Avenue), and 119 (Rt 27 and j Newbridge Road), are three key intersections analyzed in detailed l below.
| |
| 14/ For the assignment analysis below, the capacity of the Long Island Expressway was reduced to 5550 vehicles per hour (from 6000 vph) to approximate the effect of 10% trucks. HCM at 3-14.
| |
| l
| |
| | |
| To estimate background traffic, we began with estimates of average annual daily traffic ("AADT") for each route in the network. The AADT of a roadway facility is defined as the total annual traffic on the road divided by 365. It is estimated by taking a short count on the facility, calculating the average daily traffic for the time period counted, and then adjusting that number for both seasonality and the percentage of multi-axle vehicles. AADT data are obtained from the 1986 Traffic Volume Report, published by New York State Department of Transportation, which lists all State facilities and their average annual daily traffic. Data for major routes on Long Island are shown on the map, which is attached hereto as Exhibit 11 and also on the table which is Exhibit 12 hereto.
| |
| To estimate the proportion of AADT which occurs within each given 12 hour time period, we reviewed data from our continuous counters on Long Island, and data from the Long Island j
| |
| Expressway. The analysis shows that approximately 73.5-79.1 percent of the average annual daily traffic may be expected to occur within the maximum 12-hour period. This 12-hour period can start as early as 5 A.M. and as late as 8 A.M., a21 the 7 A.M.-7 P.M. period assumed by LILCO. Therefore, for purposes of our analysis, we used a factor of 75% of AADT as an estimate of the 12-hour traffic.
| |
| 1
| |
| : 3. Evacuatina Traffic We analyzed 4 levels of evacuation traffic from the EPZ, that seek to use the centers, as follows:
| |
| 1
| |
| : 1. 30% of EPZ residents will seek to use the recep-J tion centers;
| |
| : 2. 50% of EPZ residents will seek to use the recep-tion centers; P
| |
| : 3. 62% of EPZ residents will seek to use the centers; and ,
| |
| l 4. 100% of EPZ residents will seek to use the j centers.
| |
| The first number comes from LILCO's analysis suggesting t' hat the maximum volume of traffic which can be handled at the centers is about 30% of the 58,000 evacuating cars from within the EPZ. !
| |
| l The second number is an increase over that. The third number is
| |
| ! based on data generated by Social Data Analysts, Inc., which suggested that about 62% of EPZ residents would evacuate if LILCO !
| |
| were to announce an accident at Shoreham, regardless of whether l
| |
| LILCO had advised them to evacuate. The fourth number is the t maximum case for EPZ traffic.
| |
| i f
| |
| I
| |
| } 4 i
| |
| | |
| i i
| |
| In addition to this evacuation traffic, the impacts of other
| |
| ; evacuating groups were analyzed. On the basis of work done by l several of Suffolk County's experts, it is reported that various percentages of EPZ and non-EPZ residents in Suffolk County would evacuate if Shoreham were to announce an incident, even if not l advised to do so or to seek monitoring. Egg Direct Testimony of Stephen Cole, 11 al. on Behalf of Suffolk County Regarding LILCO's Reception Centers (April 13, 1987). To test the effectu of different assumptions concerning the evacuation of such EPZ ,
| |
| ! and non-EPZ residents (the " shadow" phenomenon), we tested 26%
| |
| ! and 50% of Suffolk County non-EPZ residents evacuating. In each I
| |
| case, to avoid double counting, an adjustment was made to take into account Suffolk County commuters who might normally be :
| |
| ! expected on the roads, and therefore already represented in j background traffic.
| |
| ! 4. Traffic Assianment (Routes Followed) t l
| |
| The CARS assignment algorithm can operate in several ways.
| |
| j The analyst can assign vehicles to a specific path between any origin and destination, as is done in the Plan, KLD TR-192, and
| |
| , KLD TR-201. In this case, EPZ evacuating traffic between each i
| |
| i origin (loading nodes) and each destination (the reception centers) is accumulated on each road section over which it '
| |
| 1 travels. The total amount of traffic on the road section is then i
| |
| ; 1 o
| |
| ! I 1 l
| |
| | |
| d the sum of the EPZ evacuating traffic using that section, plus the background traffic on the section, plus additional evacuating traffic from outside the EPZ.
| |
| ! However, an noted above, people may not follow set routes to I
| |
| the reception centers. Alternatively, one may use a " minimum i i path" algorithm which allows the computer to determine which specific routes between origins and destinations are the fastest.
| |
| Under this approach, the analyst merely specifies the origin and destination, and the number of vehicles to be assigned to the routes between them, but the computer calculates the minimum path
| |
| ; through the network and adds the traffic to each highway on the I
| |
| minimum path. The traffic on each highway section is then the i sum of the background traffic, the evacuating traffic from out-l side the EPZ, and the evacuating traffic from within the EPZ 4
| |
| which uses the particular highway section.lE/
| |
| ! C. Scenarios Tested i
| |
| i
| |
| .1 i -
| |
| I 11/ Various minimum path algorithms exist in the literature.
| |
| Some are based upon travel time, some based upon travel distance or cost, and some based upon combinations of these. The
| |
| ! particular method used by the CARS algorithm computes the J " impedance" for each highway section based upon its speed (travel time) and operating cost. The assignment is then done on the
| |
| , basis of the minimum total impedance between origin and destination.
| |
| 38 -
| |
| t
| |
| ,-',---,,we-*------..--~ n wo me, .w,- ,-y, ,_-,..---.-,,--rm,-- ,-wm._. .-mm---------~~-rgr--------
| |
| | |
| Q. What scenarios have you tested using this methodology?
| |
| A. Hartgen: A summary of the cases we tested is shown in Exhibit 13 hereto. In brief, we tested 5 scenarios with certain variations. These scenarios are briefly summarized as follows:
| |
| DOT 1: Background traffic is assumed to be 50% of the nor-mal level, and 30% of EPZ cars evacuate and attempt to use the reception centers. No shadow phenomenon traffic.
| |
| DOT IA: Same as DOT 1A, but 26% shadow phenomenon traffic is added the evacuation route. Note that the shadow phenom-enon traffic does agt go to the reception center sites.
| |
| DOT 2: 100% evacuation traffic from the EPZ, combined with 100% background traffic. No shadow phenomenon traffic.
| |
| DOT 3: Same as DOT 2, using minimum cath assignments of traffic, rather than the directed paths identified by LILCO.
| |
| DOT 4: 100% background traffic, combined with 50% of EPZ evacuees going to the sites, and 50% shadow traffic.
| |
| DOT 5: The same as DOT 4, but with 150% background traffic assumed.
| |
| | |
| DOT SA: Same as DOT 5, with minimum paths.
| |
| ~.
| |
| DOT SB: Same as DOT 5, witn growth in all traffic to approximatea"5yearsin'theSuture"scenar'io. -
| |
| D. Besults Q. Describe the results of these tests.
| |
| A. Hartgen: The discussiori: of the results for each of the above tests will focus on two sets of documents generated for each scenario. The first set of documents consists of a table showing links in the highway network and theit V/C ratios i Egg Exhibits 14-21. V/C ratios are indicative of the degree of traffic congestion. V/C ratios of .77 .92 represent Level of Service D. Level D dn highways is characterized by severely restricted freedom to maneuver, and lower " comfort" levels.
| |
| Minor incidents can create substantial queuing. V/C ratios of
| |
| .03 .99 represent Level of Service E, in which flow is unstable, small incidents may cause shock waves, g and' breakdowns may occur with long queues. V/C ratios of over 1 represent, for highway sections, Level of Service F. The Highway Capacity Manual defines Level of Service F as having highly restricted stop-and- ,
| |
| go flow, no freedom to maneuver, and low through volume. Sge HCM at 1-4. i The second set of documents generated is a schematic map --
| |
| one each for Scenarios 2-5B -- showing those links and intersec-tions which are estimated to be close to capacity or over capacity. Egg Exhibits 16A-21A. A table summarizing the total number of links approaching or over a V/C ratio of 1.0 for all 3
| |
| scenarios is attached as Exhibit 22.
| |
| " 's inal'ly, for DOT 4, 5, and 5B, we have also conducted a " cut linei' analysis. The " cut line" analysis is done by determining the. total traffic crossing the Nassau-Suffolk line and subtract-y itig the hourly total volume that can be serviced at capacity.
| |
| The result is the amount of additional demand which, after 12 e
| |
| hours, has still not entered Nassau County from Suffolk County.
| |
| This number is then converted to equivalent queue lengths, at the rate ,of 25 feet / car / lane. Exhibit 23 shows the results.
| |
| The findings of our analyses are as follows:
| |
| ~
| |
| DOT.1: This is an unrealistically optimistic scenario in that it assumes low EPZ evacuation, reduced background and
| |
| .no shadow phenomenon traffic. Exhibit 14 shows that only 1 highwaysectionisnearcapacityinthistest.
| |
| DOT 1A: While the assumptions in this scenario are still unrealistically low, the purpose of the scenario is to determine the effect of a moderate amount of shadow
| |
| | |
| phenomenon traffic on overall road congestion. The results j of the test (agg Exhibit 15) show six highway sections approaching V/C ratios of 1.0. Egg Exhibit 22.16/
| |
| DOT 2: For this scenario (agg Exhibits 16 and 16A) 19 links in the network are at over the V/C of 1. Egg Exhibit 22.11/
| |
| I 16,/ Highway sections most congested are Route 25 at the edge of the EPZ (2-11, 2-310), Route 25 between Sagtikos Parkway and the Nassau County line (012-700), the approach ramp to the Roslyn site from the LIE (501-830), and Route 24 between Route 27 and the Southern State Parkway (780-790).
| |
| 11/ For scenarios a total of 19 major routes are Qvgr' capacity (V/C ratio 1.0 or more) are as follows:
| |
| Link 204-901 Entrance to Hicksville 201-202 Old Country Road
| |
| . 202-203 Old Country Road 203-301 New South Road
| |
| , 205-206 Old Country Road i 205-901 Entrance tc Hicksville l 203-204 Old Country Road l 103-201 Old Country Road l 303-231 Route 107 l 231-115 Route 107 007-206 Route 107 501-830 Long Island Expressway 002-310 Route 25 011-002 Route 25 l
| |
| 115-790 Southern State Parkway 119-123 Newbridge Road 120-910 Entrance to Bellmore off Sunrise Highway 301-901 Entrance to Hicksville 102-103 Long Island Expressway
| |
| | |
| DOT 3: This test, when compared with number 2 above, shows the effect of LILCO's artificial assigned routing of traffic. Relaxing the routing constraint and allowing mini-mum path routing reduces slightly the total number of links which are over capacity. But, Old Country Road (one of the main routes to the Hicksville site) is more congested as more drivers attempt to proceed to Hicksville. The result is greater delays for drivers seeking to reach the Hicksville reception center. Egg Exhibits 17-17A and 22.
| |
| DOT 4: This test approximates a scenario in which 100% of background traffic is present, 50% of EPZ residents go to the reception centers, and 50% " shadow" traffic. This is a far more realistic scenario than any of the previous scenarios. DOT 4 shows that 22 road sections in the network would be significantly overloaded under this scenario, par-ticularly the LIE east of Nassau Co. Rt. 25, the Northern State Parkway, and the Southern Estate Parkway. Egg Exhibits 18-18A and 22. Approaches to Hicksville on Old Country Road, Roslyn on the LIE, and Bellmore on Route 24 are all clogged. After 12 hours, queue length beyond the Nassau/Suffolk border would be 3 miles long on key approaches. Exhibit 23.
| |
| 1
| |
| | |
| DOT 5: This scenario assumes that in addition to evacuees from the EPZ, other evacuees would use roads in or around the sites as residents get on the road system. The impact of this scenario is substantial, overloading many streets, including 24 that are at a V/C of 1.3 or more. This pro-duces a queue of 28-42 miles lona beyond the Nassau/Suffolk border. Egg Exhibits 19-19A, 22 and 23.18/
| |
| 18/ The following sections would be substantially overloaded (V/C greater than 1.3):
| |
| 012-700 Route 25 700-710 Route 25 710-720 Route 25 720-730 Route 25 118-119 Route 27 119-123 Newbridge Road 810-820 Route 24 790-115 Southern State Parkway 115-116 Southern State Parkway 117-122 Southern State Parkway 116-117 Southern State Parkway 102-103 Long Island Expressway 103-104 Long Island Expressway 104-105 Long Island Expressway 105-106 Long Island Expressway 106-107 Long Island Expressway 501-830 Long Island Expressway 007-77 Northern State Parkway 005-006 Northern State Parkway 107-007 Route 107 007-206 Route 107 303-231 Route 107 231-115 Route 107 202-203 Old Country Road
| |
| - . . = , . - - , .- . - . _ - - - - - . - - _ _ - _ - _ - - . -
| |
| | |
| DOT 5A: DOT Test SA is a variant of Test 5, attempting to determine the effect of minimum path choice on routing.
| |
| When SA is compared with 5, it can be seen that use of mini-mum path algorithms has the effect of increasino congestion on those roads close to but east of the Bellmore site, par-f ticularly Route 27. See Exhibits 20-20A and 22.
| |
| DOT 5B: DOT SB assumes growth rates of 4.6% annually for the EPZ, and 2.6% annually outside the EPZ. Five years of growth from the figures set out for DOT 5 is assumed.11/
| |
| DOT SB, particularly when compared with DOT 5, shows the effect of a projected growth for'Long Island traffic as well as increases in background traffic with shadow traffic present. This scenario is similar to the results of Test 5, only denser: 33 sections or rout'e nave a V/C over 1.3, and 15 are between 1.0 and 1.29. In this scenario, traffic on all approaches to Hicksville is far over capacity, the key approach to Roslyn from the Long Island Expressway far exceeds capacity, and the key approach to Bellmore from 11/ Our findings on growth rates are summarized in Exhibit 21B.
| |
| The recent average growth rate of traffic in the EPZ has been approximately 4.6% annually. Traffic growth on the remainder of Long Island has been approximately 2.6% annually. Thus, if a radiological event were to occur at Shoreham 5 years from now, then background traffic at that time may be expected to be 23%
| |
| higher than at current level within the EPZ, and 13% higher than current levels for the rest of Long Island.
| |
| | |
| . Route 27 westbound exceeds capacity. Egg Exhibits 21-21A, 22-23. . Queue length at the Nassau/Suffolk border would be 42-73 miles lona.
| |
| E. Intersection Analysis Q. Have you analyzed critical intersections around the recep-tion centers?
| |
| A. Hartgen, Millspaugh: Yes. As noted previously, the rapid pace of this proceeding and other work commitments have precluded ,
| |
| us from conducting a complete analysis of all critical inter-sections around the reception centers. We have, however, identified and analyzed a critical intersection in the vicinity of each reception center. The results are indicative of what is likely to occur at most critical intersections. The intersections analyzed are:
| |
| | |
| Hicksville -
| |
| Rt. 107 - Old Country Road Bellmore -
| |
| Rt. 27 - Newbridge Road Roslyn -
| |
| LIE - Willis Avenue These intersections were analyzed using the methods set out in the 1985 Highway Capacity Manual. The cases analyzed were DOT 4 and DOT 5 -- two of the more realistic scenarios postulated above. Our results are summarized in Exhibit 24.10/
| |
| Q. Please describe your results for the intersection at Route 107 and Old Country Road.
| |
| A. Hartgen, Millspaugh: This is one of the major intersections in the vicinity of the Hicksville reception center. Evacuating traffic is expected to enter this intersection from both the north and south approaches of Route 107. Southbound evacuation traffic on Route 107 will turn left into eastbound Old Country Road and northbound evacuation traffic on Route 107 will turn right into eastbound Old Country Road to access the Hicksville reception center.21/
| |
| 10/ For intersections, the 1985 Highway Capacity Manual states that any V/C ratio greater than 1.00 is an indication of service breakdowns, and is a condition requiring amelioration. V/C ratios for arrival traffic of greater than 1.0 would indicate unacceptable delay can exist. This is characterized in the Highway Capacity Manual as Level of Service F with constricted flow, greater than 60 second delays at each intersection and turning movement. Lengthy queues will extend into upstream intersections, gridlocking the system.
| |
| I 21/ Our capacity analysis for the intersection of Route 107 and (footnote continued)
| |
| In Scenario 4, both movements will be only slightly under capacity with the signal timing we assumed (no signal timing data were available for this Nassau County intersection) and average hourly flow. In Scenario 5, the southbound left turn will be j well over capacity (V/C=1.58) and the northbound right turn will be over capacity (V/C=1.06). The traffic arrival rate for the 1
| |
| southbound left turn will result in a queue build up of 0.74 miles per hour of time. After 12 hours, the queue would be 8.9 miles long.
| |
| During the PM peak hour the southbound left turn demand will result in V/CV ratios of 1.17 and 2.03, respectively, for Scenarios 4 and S. See Exhibit 24.
| |
| Q. Please describe your resulto for the intersection at Route 27 (Sunrise Highway) and Newbridge Road.
| |
| l (footnote continued from previous page) l Old Country Road was based on 12 hour machine counts provided by KLD, supplemented by AM and PM peak period turning counts taken in 1982 by Greenman-Pedersen Inc. (GPI).
| |
| The machine counts taken by KLD did not include either approach of Old Country Road and they combined northbound left and through movements into one count and southbound right and through movements into one count. The only movements counted individually were the two evacuation movements; SB left and NB right.
| |
| For analysis of peak hour conditions, the GPI turning counts werc used directly with no adjustments other than the addition of the appropriate evacuation traffic. Since the initial KLD counts did not obtain turning movements on Old Country Road, we used the GPI peak hour turning counts as a pattern to generate hourly I average movement volumes on Old Country road and the percentages l of turning traffic in the 107 northbound through plus left turn volume and the Route 107 southbound through plus right volume.
| |
| | |
| i A. Hartgen, Millspaugh: This is one of the critical '
| |
| intersections in the vicinity of the Bellmore reception center.
| |
| ~
| |
| Evacuation traffic proceeding to the Bellmore center is expected to turn left from westbound Sunrise Highway into southbound Newbridge Road. In both Scenario 4 and 5 the left turn will be well over capacity (V/C = 1.25 and 1.46 respectively using average hourly volume and 1.28 and 1.50 for PM peak hour
| |
| . volumes). In Scenario 5 a 0.45 mile long queue will build for each hour of flow, or 5.4 miles after 12 hours. Egg Exhibit 24.
| |
| Q. Please describe your results for the intersection of Willis Avenue and the LIE Service Road.
| |
| A. Hartgen, Millspaugh: This is a key intersection for traffic going to the Roslyn reception center. The intersection of Willis Avenue with the LIE Service Road is a diamond intersection I
| |
| consisting of two signalized intersections, one at each service road. Traffic evacuating to the Roslyn center is expected to turn left from the westbound LIE Service Road at the northern intersection onto southbound Willis Avenue. Approximately 260
| |
| ~
| |
| feet downstream at the southbound intersection, the evacuees are to turn left again from southbound Willis Avenue onto the east-bound LIE Service Road. In both Scenarios 4 and 5, both left i turn movements will be well over capacity during the PM peak hour. The left turn from southbound Willis Avenue onto the f eastbound LIE Service Road will experience the worst congestion l
| |
| | |
| of the two, with a V/C of 4.5 in Scenario 4 and a V/C of 6.6 in Scenario 5. Egg Exhibit 24. These V/C ratios are so high that calculation of queue length is pointless. The problems at this intersection ata also demonstrated in the videotape which is Exhibit 25 to this testimony.
| |
| Our preliminary analysis of KLD TR-201 does not change our view that these intersections will not work with the scenarios described above. In fact, KLD TR-201 concludes, as we do, that long queues will form at many intersections in the networks.
| |
| These queues will take up road space, further reducing road capacity, and causing gridlock.
| |
| F. Visual Inspection of Routes Q. Have you conducted any other analyses of the roads leading to reception centers?
| |
| A. Hartgen: Yes. We have also conducted a visual inspection of the routes leading to the three reception centers. Attached as Exhibit 25 is a videotape which demonstrates visually the problems which will confront evacuees on two key routes. Two of the three intersections analyzed above are included in the Exhibit.
| |
| I
| |
| | |
| The first segment of Exhibit 25 shows the approach to the Hicksville reception center from Exit 415 of the Long Island Expressway, south on Route 107, and left onto Old County Road where the reception center is located. In this segment, the videotape shows constricted movement through several signalized intersections, and road geometrics which are likely to reduce capacity and cause congestion. In particular, Route 107 passes I through a substantial amount of commercial development where there is likely to be much " side-friction" (i.e. - the movement of cars onto or off the roads from driveways and parking lots).
| |
| This reduces capacity and travel speed. The delays resulting from the left-hand turn onto Old County Road should be noted.
| |
| There is also a significant amount of background traffic on the road which reduces substantially the amount of available capacity for evacuation traffic.
| |
| The second half of Exhibit 25 shows the problems that an evacuee will encounter in attempting to proceed to the Roslyn reception center. An evacuee exiting the Long Island Expressway must take a left off of the exit ramp onto Willis Avenue and a second left onto the LIE Service Road. Both movements encounter substantial resistance and will result in severe delays.
| |
| | |
| G. Summarv Q. Please summarize the results of your analyses.
| |
| A. Hartgen, Millspaugh: Our analyses demonstrate increasing levels of congestion as one moves from the unrealistically opti-mistic assumptions described in DOT l-2 to the more realistic assumptions established in DOT 3-5B. Even DOT 2 and 3, with no shadow phenomenon traffic taken into account, show substantial congestion on key routes. DOT 4 through 5B demonstrate that a serious incident, resulting in large numbers of evacuees, would result in gridlock throughout much of the highways and streets around the reception centers. Traffic queues will extend from one intersection upstream to another. On the highways, the queues will extend many miles into Suffolk County.
| |
| In our opinion, taking into account realistic assumptions about traffic demand and other factors we have discussed, evacuees from the EPZ seeking monitoring will not be able to reach the reception centers within anywhere near the Section J.12 12-hour time limits, and therefore could not be monitored or decontaminated if necessary within that timeframe. Indeed, it would take many, many additional hours for traffic to reach the sites.
| |
| t V. Analysis of Reception Center Sites A. Backcround
| |
| (
| |
| Q. Please describe your understanding of the site monitoring and decontamination process.
| |
| A. Hartgen: At each of the three reception centers, incoming traffic will be met by LILCO traffic guides who will direct each vehicle to an available monitoring station. OPIP 4.2.3, at 5-6.
| |
| In most cases, the stations will be configured in a series of from 2 to 4 stations (bays) in a row (channels). Egg Draft Materials, OPIP 4.2.3, at 17-17a, 21-21a, 25-25a. At each sta-tion, the arriving vehicle and its occupants will be scanned using radiation detection equipment for possible contamination. l OPIP 4.2.3 at 7; OPIP 3.9.2. LILCO estimates that it will take 100 seconds to scan each vehicle and its occupants. Draft Materials, Plan at 3.9-5. If more than 30% of EPZ evacuees arrive, LILCO intends to revert to a procedure under which a vehicle and its driver only are monitored, at a scan rate of 35 seconds / vehicle. Draft Materials, Plan at 3.9-5A. Individuals who are not contaminated would then be provided maps to congregate care centers, if needed, and would be directed out of the facility. OPIP 4.2.3, at 6. If vehicles or drivers are found to be contaminated, they will be directed to a
| |
| | |
| decontamination trailer at the reception center where the occupants, after parking the car, will either wash or shower to remove decontamination. OPIP 4.2.3, at 7.
| |
| All evacuees without automobiles, about 11,000 EPZ residents (see Plan, app. A at III-35), would be taken to Hicksville for monitoring. LILCO estimates that it will take 90 seconds to monitor each bus evacuee. Draft Materials, OPIP 3.9.2 at 9b.
| |
| Q. Has LILCO adequately analyzed whether people can be moved through the reception center sites in the manner assumed in the Plan?
| |
| A. Hartgen: No. To explain why, it must be understood that at each site, certain activities will be conducted in a linked series'. That is, individuals first pass through an entering process, then a monitoring process, then if necessary through a decontamination process, and then throuch an exit process.
| |
| Between each process they are expected to move from one point to another within the site. The overall efficiency of the system is a function of the degree to which these processes are balanced within each site, and the efficiency of the slowest of the pro-cesses. In general, the slower the rate of the slowest process, the greater the chance that lines and delays will form within the site. Let us look at each of these processes.
| |
| l
| |
| -- -ac----e-- e e a mm,r ---m -
| |
| y e --u- -Fr-3 -- -t- - - - - - * ----t-------,m'+--t-'---- --
| |
| -+~- - * ' - - * * - - - + yy-+ --m--'* w-
| |
| : 1. Enterina Traffic With respect to the entrance of traffic at the reception centers, our analysis of the sites demonstrates that traffic may not always be able to enter the sites at the rate LILCO assumes.
| |
| In some cases, described further below, entrance is constricted by narrow gates or, in one case (Bellmore) a hedge and a curb running directly across the path that evacuees are expected to take inside the reception center.
| |
| More importantly, however, once evacuees enter the sites themselves, they will find that the sites are small and filled with obstructions such as transformers, mud piles, logs, cars, trucks, heavy. equipment and other materials, many of which are not easily moved. All of these obstacles will work to slow the site circulation. Exhibits 26-26C show'many of these obstructions, which are not depicted on the diagrams in the LILCO Plan. Compare Exhibits 26-26C and Draft Materials, OPIP 4.9.2 at 17-17a, 21-21a, 25-25a.
| |
| . 2. Monitorinc
| |
| ; Once evacuees reach monitoring stations, LILCO expects that it will take 100 seconds to monitor a vehicle and its occupants.
| |
| ?
| |
| l It appears LILCO's 100-second estimate is based on two limited time trials conducted in January and February of this year.
| |
| i
| |
| | |
| i However, LILCO's time trials do not form an accurate basis for figuring how long it will take to monitor each automobile because:
| |
| : a. LILCO has not adequately considered the amount of time necessary to move cars into and out of monitoring bays. This is particularly important because under the LILCO Plan, lines of from 2 to 4 automobiles will pull into a channel of from 2 to 4 monitoring stations. The time necessary to moni-tor the " slowest" car will be the time necessary to monitor all cars, unless vehicles can pass each other inside each channel. i l
| |
| Judging from our site visit, in many cases this will not be possible,
| |
| : b. LILCO has not addressed the effects of fatigue or stress on monitoring times;
| |
| : c. LILCO's time trials did not take into account less-than-ideal conditions such as night, bad weather, etc.
| |
| In addition, we are informed by the State's witnesses from i the Radiological Emergency Preparedness Group that it will actu-ally take much longer than 100 seconds to monitor a vehicle and its occupants effectively. See Direct Testimony of James C.
| |
| Baranski, Lawrence B. Czech, and James D. Papile on Behalf of the State of New York Regarding LILCO's Reception Centers (April 13,
| |
| | |
| l l
| |
| 1987). Indeed, they estimate that such monitoring could take between 3 and 5 minutes. T.' e r e f o r e , for the purposes of our analyses discussed below, we have analyzed how effectively LILCO's sites would operate assuming that it takes LILCO 220 seconds to move and scan a vehicle and its passengers, as well as at less realistic faster rates. Our analyses show that at all sites, the monitoring process will be the major limiting factor.
| |
| : 3. Decontamination The limited resources which LILCO has committed to the l l
| |
| decontamination process may also cause delays at LILCO's sites. '
| |
| LILCO assumes that only approximately 10% of monitored cars and individuals will require decontamination, and that approximately 10% of those individuals would require full showering. Draft Materials, Plan at 3.9-5A. We are not in a position to comment on those numbers. However, our sensitivity analysis, described below, shows that the efficiency of the system is highly dependent on the accuracy of these numberc. Small variations in demand could lead to very long lines of people waiting for decontamination.
| |
| : 4. Parkina While parking is not necessarily one of the processes which will affect flow through the site, we note that LILCO intends to have contaminated individuals park their vehicles at or near the decontamination trailers. The demand for parking at trailer sites will be a function of the percentage of vehicles or indi-viduals found to be contaminated, and the decontamination rate.
| |
| Our analysis suggests that small variations in any of these num-bers will yield substantially different estimates of the demand for parking. Since parking in the immediate vicinity of the trailers is limited, LILCO may not have enough parking at its sites.
| |
| : 5. Exitino Traffic l
| |
| Traffic exiting the three sites will be added to background traffic volumes on certain roads. If the roads onto which the traffic is exiting does not have sufficient available capacity to accept the flow from the sites, it is possible that exiting traf-fic could backup in the sites, perhaps through the monitoring bays themselves, and even through the entranceways. Given the fact that a large amount of traffic will already be on the exit routes, thus leaving little available capacity for exiting
| |
| | |
| traffic, such backups are a very real possibility and in some circumstances could supplant the monitoring function as the limiting site-circulation factor.
| |
| B. Sito Analysis Methodolocy Q. Have you ' conducted site circulation analyses for the 3 locations?
| |
| A. Hartgen: Yes. W2 have conducted site circulation analyses for each of the 3 locations. For each location we have reviewed entrance volumes, monitoring site activities, decontamination trailer activities, parking, and exit traffic.
| |
| Q. Please describe your methods.
| |
| A. At each activity location, we calculated the flow capacity based on the information provided to us in the LILCO Plan, the Draft Materials and other LILCO documents. We then compared this information with anticipated arrival rates at each activity loca-tion assuming that 100% or, alternatively, 50% of EPZ residents go to the sites.
| |
| i We varied the assumptions concerning processing rates at each location, and the arrival rate, to determine the number of individuals or vehicles accumulating and waiting for service. We then calculated the length of the line of vehicles or persons,
| |
| | |
| and the amount of time necessary to process those vehicles or persons waiting in line. We also calculated " tipping points" --
| |
| that is processing rates which would be necessary to prevent lines from forming at each site. We also analyzed the geometrics of each site to identify constricting obstacles such as gates, entranceways, parking capacity, and other features.
| |
| {
| |
| i Hicksville Analysis l C.
| |
| l Q. Please describe your analysis for the Hicksville site.
| |
| A. Exhibits 27-29 summarize our analysis for Hicksville. It should be noted that the Hicksville site has two monitoring areas, A and B, with separate entrances and exits. Monitoring of evacuees arriving by bus is also analyzed.
| |
| : 1. Enterina Traffic According to LILCO, the entrance to Hicksville Area A is projected to handle 1040 vehicles per hour on the average, if 100% of EPZ cars show up over 12 hours. At the entrances to Area B, input volume is 1419 vehicles per hour. The entrances themselves are physically large enough to handle the flow, and thus will not be an impediment unless the rate of monitoring activities in Areas A and B fall below expected levels. As seen below, this is likely to occur. If the processing rates at monitoring Areas A and B fall below these volumes, the resulting line will very rapidly spill out into the intersections. This is because the entrance roadway into Area A has the capacity to store only approximately 20 vehicles, while the entrance roadways to Area B can store only about 75 vehicles.
| |
| : 2. Monitorina
| |
| : a. Area A The results of this analysis are set forth at Exhibit 27.
| |
| Assuming that monitoring can be conducted at LILCO's proposed rate of 100 seconds per vehicle at its 14 stations, the proces-sing capacity of Area A is 504 vehicles per hour. However, even if Area A's rate of 504 vehicles per hour was sustained, it would produce a line of 536 vehicles after the first hour, taking about 3.6 lanes miles of road space. The waiting time at the end of the line at that point would be 1.1 hours. After 12 hours, the line would be 6432 vehicles long or 42.6 lane-miles, and would take 12.8 hours to dissipate, bevond the Section J.12 12-hour limit. Obviously, lines of this length would back up through a large number of intersections in and around the Hicksville site, causing further congestion.
| |
| Of course, as discussed above, a 100 second rate is not realistic. Using the more realistic rate of 220 seconds per vehicle, and reducing the demand rate to only 50% of the EPZ
| |
| | |
| population, our analysis shows that at the end of 12 hours there would still be a line of cars 23.1 miles long with a waiting time of 15.2 hours to get into Area A.
| |
| In order to process all incoming vehicles within 12 hours under the 100% scenario, LILCO must operate at a scanning rate of 48.5 seconds per vehicle -- a rate which the State's REPG witness testify cannot be sustained. Thus, our conclusion is that the Area A cannot operate effectively.
| |
| : b. Area B The Hicksville Area B monitoring area must be capable of handling an inbound volume of 1419 cars per hour. In the slow scan mode of operation, with 100-second scanning and 16 bays,22/
| |
| the maximum capacity of the area is 576 vehicles an hour. This produces a line of vehicles 843 cars long after one hour, which would take up about 5.6 lane-miles of road space. Since only approximately 70 cars can be accommodated in the roadway to Area B, the remaining 780 cars would spill back to the neighboring street system. After 12 hours, the line waiting would be 10,116 vehicles, occupying 67.1 lane miles of road space and requiring I 22/ Note that in the materials provided with its Testimony, LILCO added 2 more monitoring stations to Area B, for a total of
| |
| : 18. Given the press of time, Area B was not reanalyzed. The addition of the two stations does not significantly alter our results.
| |
| 17.6 additional hours to dissipate. Ege Exhibit 27. Clearly, the operating scenario described by the 100-second scan mode is not feasible for Area B.
| |
| The geometrics of Area B make it esoecially unlikely that a 100-second monitoring time can be sustained. As shown by Exhibit 30, LILCO proposes to monitor vehicles in Area B between rows of huge obstacles such as utility poles, pipes and transformers.
| |
| Indeed, LILCO proposes moving two lines of cars through each
| |
| " channel" formed by these obstacles. While this is theoretically possible, the widths of the channels are so narrow that cars will move even more slowly and the movement of the monitors will be severely restricted. See Exhibits 6 and 30. Thus, the niore l
| |
| realistic 220-second scan mode is particularly applicable to Hicksville Area B. If scanning times were increased to 220 seconds due to slower scanning and movement of vehicles, the processing rate of Area B falls to 262 vehicles an hour and, as a l
| |
| result, lines would be even longer. Exhibit 27.
| |
| Assuming a 50% demand rate and a 220 second monitoring time, after 12 hours there would still be a line extending 10.6 miles requiring 2.8 hours to dissipate. Exhibit 27.
| |
| : c. Bus Evacuees LILCO has assigned 12 monitors to process the over 11,000 expected EPZ evacuees who do not have private vehicles. Given 1
| |
| the 90-second scan rate established in the LILCO Plan for each l
| |
| such evacuee, the 12 monitors will be able to monitor only about 5,700 within 12 hours. Thus, it will take about an additional 11 hours to monitor 100% of arriving bus evacuees.
| |
| : 3. Decontamination Our findings on decontamination are summarized in Exhibit 28-29. Demand for services at the decontamination trailers will be the sum of the flow rates out of monitoring Area A and Area B, times the proportion of vehicles or individuals which are found to be decontaminated. The two decontamination trailers at Hicksville have a total of 18 sinks and 40 shower heads.
| |
| The maximum percentage of individuals requiring decon-tamination that may be processed through the decontamination areas is a' function of the input flow rate and the capacity of the areas. Assuming 90 seconds for each individual to wash in a sink and 15 minutes for each shower, and 100% input rate to monitoring stations, we have calculated that the maximum percentage is 10.7% for sinks, and 2.4% for showers. That means that if more than 10.7% of the individuals being monitored need sink washing, or more than 2.4% need showers, then the trailers' capacity will not be sufficient to handle these individuals without an accumulated line. For instance, at a 15% wash rate at the end of 12 hours, 3,528 people would still require
| |
| ! decontamination.
| |
| l According to LILCO, people requiring decontamination will be kept in the Hicksville transportation garage. However, the available space in the garage is limited. The Highway Capacity Manual recommends 7-10 square foot / person for crowds waiting any
| |
| , substantial period of time (pedestrian level of service C). I estimated on our site visit that the usable area of the transpor-tation garage is 30% of its total space of 34,609 square feet, or only about 10,383 square feet, because of all of the heavy equip-ment and other obstructions in the garage. The maximum capacity of the garage is therefore about 1039-1483 persons.
| |
| : 4. Exitina l
| |
| It should be noted that Hicksville's 3 exit lanes will dump traffic back onto Old Country Road, which as we discussed above is highly congested in most scenarios. (It should be noted that i
| |
| our analyses above did nqt even include the traffic exiting from the site onto Old Country Road). Thus, exit traffic could be delayed, backing up through the monitoring bay areas.
| |
| i
| |
| : 5. Parkina Accumulation of parking at Hicksville is a function of the input rate from monitoring Areas A and B and the processing rate of the decontamination trailers. Using input flow rates of 369 vehicles an hour to the trailers (15% wash rate), we estimate that the accumulation of parked vehicles would be 1284 vehicles after 12 hours. Exhibit 28.
| |
| The parking capacity of the area immediately in front of the decontamination trailers is approximately 84 vehicles, as best as we can determine. We do note, however, fields around the edge of the site, which possibly could be used in good weather. However, our general conclusion is that parking capacity is inadequate.
| |
| D. Roslyn Analysis Q. Have you analyzed the Roslyn reception center in the same manner?
| |
| A. Hartgen: Yes. Exhibits 31-33 summarize our results.
| |
| : 1. Enterina Traffic After traffic enters the Roslyn site, it passes through a gate next to a gatehouse. See OPIP 4.2.3, at 25. Under the Plan, this gate must accommodate the simultaneous passage of 2
| |
| | |
| r I
| |
| lines of vehicles; yet, as the photograph which is Exhibit 26 demonstrates, the gate is very narrow -- only 20 feet wide. That is too narrow for two moving lanes of traffic unless they are moving very slowly. The result will be delays in moving cars into the monitoring stations.
| |
| 2.. Monitorina The monitoring site in Roslyn would operate with 14 bays2 3/
| |
| under the 100-second scan mode. The capacity of the bay area is approximately 504 vehicles per hour, or slightly less than half of the average input volume of 1010 (100% of the EPZ traffic).
| |
| This leaves 506 vehicles remaining per hour. After 12 hours, 6072 vehicles would remain, requiring 40.2 lane miles of road space and 12 additional hours to dissipate. The " tipping point" is approximately 50 seconds; thus if processing time is slower than that, then lines will begin to accumulate. Exhibit 31. At a 50% demand rate and a 220 second scan time, lines at the end of 12 hours would be 22 miles long, taking 14.5 hours to dissipate.
| |
| Exhibit 31.
| |
| 23/ Note that in materials submitted with its Testimony (see LILCO Testimony Attachment J) LILCO added one more monitoring station at Roslyn for a total of 15. Given the press of time, the effect of adding one more station has not been analyzed; however, it would not significantly change the results or our conclusions.
| |
| I J
| |
| | |
| n
| |
| : 3. Decontamination One trailer is proposed with 20 showers and 9 sinks. The tipping point for operation of sinks is 13%; for showers it is 2.9%. With respect to showers, at a contamination rate of just 5%, the line for showers after 12 hours would be 720 persons long, and would require an additional 9.1 hours to dissipate, t
| |
| Exhibits 32 and 33. Under the LILCO Plan, people awaiting decontamination are to be offered space in the Roslyn warehouse.
| |
| Draft Materials, OPIP 4.2.3 at 8. However, based en our site visit, it is clear that the Roslyn warehouse has almost no capacity to hold people because it is filled with shelves and electrical stock. If people were scueezed (standing) into the rows between the shelves, it might accommodate 129-185 persons.
| |
| : 4. Exitino Traffic Exiting traffic from Roslyn enters onto the LIE south ser-vice road. If exit values are high, more than 1 lane of the service road may be needed. Conflicts could occur with through traffic on the LIE south service road, resulting in exiting delays.
| |
| | |
| ~
| |
| l
| |
| 't 5. Parkino w The estimated capacity of the parking area available around the lone Roslyn decontamination trailer is very small, perhaps 25 vehicles. Limited additional space is available elsewhere.
| |
| However, a 15% wash rate would lead to 252 vehicles parked after 12 hours. It is not clear where this number of automobiles could be accommodated.
| |
| E. Bellmore Analysis l
| |
| 1 Q. Please describe your analysis for the Bellmore site. l A. Hartgen: Exhibits 34-36 summarize our findings.
| |
| : 1. Enterino Traffic If 100% of EPZ evacuees arrive at Bellmore, the projected demand will be 946 vehicles per hours from Sunrise Highway and 459 vehicles from New Bridge Road, or 1,405 total.
| |
| As can be seen from OPIP 4.2.3, at 17, the entrance from Sunrise Highway is intended to accommodate three lines of traffic, two inbound and one outbound, through a gate which is only 24 feet wide. See photograph attached as Exhibit 26C. This will not work, and will serve to slow entering traffic. In addition, traffic entering the Bellmore site from Newbridge Road 69 -
| |
| | |
| is expected to turn left and proceed to the monitoring areas.
| |
| This movement is prohibited, however, by a 6-inch high curb and a 3-foot wide hedge across the area identified for this left turn.
| |
| This is demonstrated by the photograph attached as Exhibit 26B.
| |
| Debris inside the Bellmore site will also inhibit the movement of traffic. See photograph attached as Exhibit 26A, hereto. Until these obstacles are moved and the site redesigned, this entrance cannot function.
| |
| : 2. Monitorina Under the 100-second scan mode, the prccessing rate of the monitoring areas together is 504 vehicles per hour, against a projected demand of 1405. This would accumulate a line of 901 vehicles per hour. After 12 hours the line would be 10,812 vehi-cles long requiring 71.7 lane miles of road space and 21.5 additional hours to dissipate. At a demand rate of 50%, the accumulated line would be 2388 vehicles requiring 4.7 hours to i
| |
| dissipate. Obviously, the lines would be even longer using the more realistic 220-second monitoring rate were employed. Lines of this magnitude would backup and clog numerous intersections in and around the Bellmore site. Exhibit 34. The " tipping rate" at Bellmore is 35.9 seconds. At a 220 second scan rate and 50%
| |
| arrival rate, the line after 12 hours would be 37.7 miles long, requiring 24.8 hours to dissipate. Exhibit 34.
| |
| I i
| |
| - . - - - - - . - - - - , , - , - - , . - - - ,-,,w., n -- , - - ----,,n- - --.
| |
| | |
| I l
| |
| : 3. Decontamination According to the LILCO plan, 1 trailer is available with 20 showers and 9 sinks. Assuming 15 minutes per shower and 90 sec-i l onds per wash, the process rate of the system is 80 persons per hour for showers and 360 persons per hour for sinks.
| |
| Our analysis shows that the tipping rate for sinks is only approximately 9.3%. That is, if more than 9.3% of monitored
| |
| ! people require decontamination, then lines would begin to form waiting for sinks. At a wash rate of 15%, the accumulated line would be 220 persons per hour, or approximately 80 vehicles.
| |
| After 12 hours, the accumulated line would be 2,640 persons, requiring 7.3 additional hours to dissipate. Exhibit 35.
| |
| Our analysis also shows that the " tipping rate" for showers is about 2%. At a demand rate of 3%, just 1% greater, the demand for showers would be 116 persons per hour, or 36 more than capacity. After 12 hours this would lead to a line of 432 per-sons waiting for showers, requiring 5.4 addition ~al hours to dissipate. Exhibit 36.
| |
| ! People awaiting decontamination at Bellmore will be kept in the transportation garage located at that facility. However, I l estimate that the capacity of the garage is a maximum of 209 people.
| |
| i l
| |
| : 4. Exitina Traffic Traffic existing Bellmore will rejoin entering traffic on Newbridge Road, clogging the intersection of Route 27 and Newbridge Road. These are key locations likely to be over capa-city already. Back-ups will thus form on Newbridge Road, which in turn will prevent existing traffic from leaving the sites.
| |
| Again, this could lead to back-ups into the monitoring areas themselves.
| |
| : 5. Parkina The parking capacity around the Bellmore decontamination trailer is only about 40 vehicles. There is some limited space elsewhere on the grounds. At only a 50% shower rate, demand for spaces would total 492 vehicles after 12 hours. Exhibit 36.
| |
| 3 F. Site Analyses Conclusions Q. Please summarize your conclusions from your analyses of LILCO's reception center sites.
| |
| A. Putting aside all of the delay involved in simply reaching LILCO's reception centers, all three sites have only limited capacities to perform the function for which LILCO has designated them. The greatest delays will result from the monitoring pro-1
| |
| | |
| cess which will take far longer than LILCO assumes. Indeed, our data show that there will be monitoring delays many hours beyond the 12-hour time frame of NUREG 0654.
| |
| As a result of LILCO's inability to process evacuees as soon as they arrive, queues will thus form, and backup into the streets and evacuation routes. This will further congest traffic and cause gridlock on the approaches to the reception centers.
| |
| Entrance to and exit from the facilities may also be impeded by various factors which could cause further delays.
| |
| In addition, if contamination rates go only slightly higher than LILCO assumes, there will be long lines of people waiting for decontamination. Many will be waiting for hours. It should be further noted that LILCO has only limited space to hold people awaiting decontamination.
| |
| Finally, at Bellmore and Rosyln, parking is very limited.
| |
| An overflow of parked vehicles may result in use of already limited space at these facilities.
| |
| | |
| VI. Summarv Q. Please summarize your testimony about LILCO's reception centers.
| |
| A. Hartgen, Millspaugh: In our opinion, LILCO's reception center scheme will not work. As our analyses demonstrate, many evacuees will be unable to reach LILCO's reception centers to be monitored within the time constraints of NUREG 0654 Section J.12.
| |
| This will be due to extensive traffic congestion which will result in massive queues on the routes leading to the centers.
| |
| The delays caused by.this congestion have not been properly analyzed by LILCO or its consultants. Our analyses demonstrate that traffic congestion problems will make the reception centers J
| |
| ineffective for the purposes LILCO assumes they will serve under its Plan.
| |
| 2 Furthermore, LILCO's monitoring and decontamination proced-ures are deficient in that they depend on moving massive amounts of traffic through very restricted sites. LILCO has also inflated its estimated monitoring capacity by using an unrealis-tic estimate of the time required for the monitoring process. In fact, given the site circulation problems we have discussed, and taking into account more realistic monitoring times, LILCO's monitoring procedures are likely to result in monitoring delays
| |
| | |
| d f
| |
| far beyond the 12-hour limit of Section J.12. Massive traffic queues will back up from the sites, exacerbating traffic conditions which will already be highly congested.
| |
| Finally, LILCO has provided only limited decontamination and parking capacity which could be easily overloaded. The former will lead to very long waits in unsuitable spaces for evacuees needing decontamination. The latter will lead to constricting the sites even further as parked cars take up available space.
| |
| Q. Does that conclude your testimony?
| |
| A. Yes.
| |
| e . .
| |
| . t s
| |
| g - - -
| |
| S *,
| |
| .,- c
| |
| - * - 6 , ,. ; .; -
| |
| , , y . 3 . - ,* ' .' .
| |
| 8 <
| |
| ,0.s
| |
| . ;Wi
| |
| . ' ' \
| |
| i _ . ,
| |
| - .,6 g
| |
| + ,
| |
| <p
| |
| . ', .J .O"'g.
| |
| .- _ . - s e .
| |
| g: . . i ; -
| |
| . j, , . . . , -
| |
| '9 -
| |
| 4- - % 'pt .f , ," ,. .
| |
| ,.,,a
| |
| 'e .. . . .
| |
| ^
| |
| 'g , '''
| |
| , v. .
| |
| I -
| |
| a ge
| |
| ' *, ,V' .4' . ,', "
| |
| g':, d , *, . , ..','
| |
| .* ? q{ s .. - -*
| |
| :e - -;,
| |
| : r. .. . . . . - . ; 2. . . .
| |
| : . .. v
| |
| -,g..
| |
| : o. 3. .-- .. . . . m I; - ,
| |
| ..g ' .,
| |
| *.g g
| |
| ~ 5 ' '
| |
| g . - - -
| |
| . ..i .
| |
| ,.' 'b'- a,-
| |
| . r.
| |
| t ~.. , ._ .. , _~
| |
| '.'. . ^.. * . .. .
| |
| *. _ . , . . . . . ' .~. "
| |
| ,( ''f', - *k 's -
| |
| e .
| |
| : . e, _
| |
| e
| |
| . 'a . . ,
| |
| ~{ . ,; g-'
| |
| .e , ,- ,
| |
| a-
| |
| .- . . g_ .
| |
| -+ ~ .,,,* t s .
| |
| .r . i 4
| |
| ~ . > -
| |
| .. ~ $ '' - ' * *
| |
| , q
| |
| : g. . , .
| |
| . , ,. t .
| |
| t.
| |
| .g
| |
| -.,,t, - '
| |
| s.e. f y . - ep ..
| |
| {. .,, '
| |
| . . .~.
| |
| ', ,-. .4 - . -
| |
| * o -
| |
| .,o .~.. ..
| |
| . - g, .e.-
| |
| ' + '
| |
| e - ,
| |
| - ^
| |
| u .,
| |
| _ i' _ 1 ,.-l..,.'
| |
| , L i . - .
| |
| .g e .~
| |
| ',d'.''.
| |
| o.
| |
| a ., .y ..A., ' #.
| |
| g-
| |
| . t
| |
| ' . ' , - .. }. , ,I ,
| |
| /- s
| |
| '. . [. '. ' _/ ' .
| |
| I
| |
| ; - . .[EI -
| |
| s.
| |
| s.
| |
| % . - - ~ ' - '
| |
| I U ' ' s . . .-
| |
| . +
| |
| - . + ;.4 . '
| |
| . ,.~. - ' .. .
| |
| ~ *
| |
| ~ -
| |
| -..,- ,.~
| |
| L' .. _ . . '
| |
| - . e>
| |
| 'y
| |
| -e ,, & - .' .. - . ' . .
| |
| e
| |
| . ., e -
| |
| O. . . ; - i . . '
| |
| e . . . ..- .s-
| |
| , . . - .. ;s. .,.,o.,. .. , . ,- .e.
| |
| .g_, -
| |
| .,s.., .
| |
| . gI .
| |
| [ , /.g - - - -
| |
| ,(' b
| |
| .y . .* .
| |
| : j. . ,J - .
| |
| h .
| |
| *'.+.-',.'
| |
| . .'.: . . , ' .. _ . ; ' - , : 4
| |
| : . s, . .
| |
| , .' .. . . .. [''..-'
| |
| _. l ' 4 . _. # t , ., ., ,, , .,
| |
| . ,, y .
| |
| .:- .sF .S ...
| |
| -. l . t - ,.
| |
| . ' _ . _ - <I '--
| |
| :.;.o_ . . ' ' ,- , ,_.~. ; ., ' $, ; . '
| |
| s -
| |
| 4
| |
| * . ;l r
| |
| ,4
| |
| .' . f . . ,' . - . g ,-
| |
| -@.4 '*
| |
| , . - ,- 2
| |
| , ; - - ' . - ? g.
| |
| ,3 ;
| |
| , . . q.
| |
| : m. : ., . 4 .
| |
| ......,.x- > ..
| |
| . r . -_ ,,.- . . .r. .. . . .
| |
| . . 4; .
| |
| e.. -
| |
| .t
| |
| -.r~; .
| |
| o . . .- . :p a.. ..; : . .j ., ._
| |
| . y;... , n\. ; . . :.y......9 4 :- . : 9- . .
| |
| ., . 9 .
| |
| , ; ;- 4 , , . . , .
| |
| , . y _ ., .g
| |
| . _ _ _- 'z.
| |
| _ .: '-~;._' : ., .
| |
| ,j; . ; .. g,y y ;) : * ' , , ,
| |
| .) ..
| |
| s _.
| |
| .- y . <. - , ' -, .c g- . .V. .., _
| |
| y _- , ' , .
| |
| _ f, , - .__: ; g c.! . .s; v ,. :w : T' _ g ; _p : _ _, ;_ ,m_
| |
| '. .: +
| |
| g..
| |
| c ,. ?,.
| |
| . . , . .. . . . , ,.. . . . s :1
| |
| : 1. n .- . .. ;
| |
| a
| |
| . 4. s
| |
| _'.'''..,^r . '
| |
| '' , 'l' '*'''a
| |
| ,f''..i.e' ,..] f*! . .
| |
| _n '\. .-
| |
| eL y- l . . ' ' -l , _ z
| |
| -p; f ' ' ' '; l ^ ; E .".
| |
| g ' ' . ' . .I '''. '#
| |
| _ ;f ' ' } J.) {Q ' . . .,1. ;_ , ', ' 's
| |
| , [' _ ,
| |
| ; t,'f..
| |
| ^ V;_ ' '
| |
| ' ' .O,y s ' ; . 7> . c **s
| |
| - . ~ -
| |
| ,. - W.
| |
| , ' . . .' * ' a-
| |
| .1
| |
| . . . . ,. . 6s , ,
| |
| . y -. *' . 6-
| |
| -. .'.h* _ , ' _ - ,[ #
| |
| d [,
| |
| '.JS , ,}
| |
| h .. .*
| |
| *f ' a l.9 ' .
| |
| * g .' - - ;, . ...:y...
| |
| ' ^ *
| |
| ; , ; .. . ;
| |
| * sy . * . ,- , t ,f'. ''\***.
| |
| 4 . . ....-. ..,
| |
| - ~ .+ ; . .. w s-
| |
| .. . .. ,.+, -
| |
| ac - c- .- ; ; <
| |
| ._s.
| |
| *g . . . . . .
| |
| s, . ..
| |
| . . 6-, . '- e, . .. . ' . . % .. ,; - (. . ;.,- . t .-
| |
| .- g. -
| |
| is ., O._._.4 .
| |
| . , ' .g . , , , ,
| |
| p a .; _
| |
| 'V r
| |
| . g.:. ~ -
| |
| .s._
| |
| - e .. r. 3: _ .y . . . . . ..
| |
| , e _ ,
| |
| . - s
| |
| , 0. . . . , . . . r.* .;Q;. 9 , . -
| |
| .ii.-
| |
| L. :" . .* ;_
| |
| . ..-, f. .j,p: ' ._;. -',. . 3 ;:. j n,._ .r f.
| |
| w , _ . . v. . .7 .. .
| |
| .r :- . . .:. .. ? p : . .. .y.,. .
| |
| .;~ .; ; . .*. , ^
| |
| W.
| |
| ' 'o.
| |
| ^
| |
| * _ 1 , ; . .
| |
| ~- , '' .-', ' ' ,
| |
| ,._." *, ',. . f ,. '':. . = . .,'f.*.',
| |
| y, 3 .
| |
| 9 b . ' .
| |
| d, g #
| |
| s .
| |
| ( -'_' - # ;
| |
| g,; . .. . ., . - gk .-. , , gl., - . , , *, g , .- A 3 . ;,
| |
| ,$7., j;: p.' .. .c9; .-
| |
| .' . 3.. , -..s*,99 p.. .
| |
| .. .. , .. v 4., 7.^ .
| |
| . ; , ,.3 . * .. . 9 d', .d.. ..7f'~..e *
| |
| ,~J''.' 'E _ .y . :.k . ' ..
| |
| ."!-p' : . .e ,i. j ! :
| |
| n
| |
| '.'" I ': ~: ^ '
| |
| ',,.l''. -- - *
| |
| ". . ). Y
| |
| .'. ' b - t.) ;
| |
| ,-. . ' - . (. - ., r - . .'': . c c .: . ' ' - ' -, . ' X ~ .:. . '. . . .- .
| |
| 1.
| |
| $ 3
| |
| : ....+.. '.
| |
| < 9 ,4 ',
| |
| .e . . ',,.:.-~ .'..-
| |
| . .- - . 9, ,3
| |
| '9, ,- . ;' ..~ s g. _ C. .s. ... . , .' . . . . . . . , .,
| |
| [ , ' ' .4. ..n; .. .
| |
| I' I. . . . * -;
| |
| ".- '' [',-}'
| |
| } ',, - ,,
| |
| - .+.
| |
| - . , ; m.
| |
| .._..,..~...v...
| |
| ,I,: .e n, .,. 7 r . :. .. ., g'g . , x, ,f , . ;. ... c - -# . . ,
| |
| 1,. i
| |
| -.,r .- -
| |
| l _. .. . . . .
| |
| 4.
| |
| .. g-.g: ..
| |
| .. . -*gv',- ..c..
| |
| . . , ..s .s... ,
| |
| , . . , .; - y- .- . .
| |
| . ; . c, , ,f..
| |
| : n. . . . , 6 3. . - - ,. . . , . .
| |
| - . : p 3,. ;p <
| |
| ,-l.<
| |
| . 4
| |
| . ' . ' ' . - -,."., , . ; :p~g. -
| |
| : o. . . . .e, 3,.-; . c" 4 6
| |
| ,. . . , ; , . . . (yr . ,..
| |
| , ,. .- 3 , , . . ,.
| |
| .,{..~.{
| |
| g,y. y +p. p .g:.. .
| |
| ,, . . <c. , ,
| |
| 1, .
| |
| C( K J t 1
| |
| .3: : .,. 5 ., ..y_-'. ;f j :, j f. , j% ? ' 'N j . . . , ..
| |
| f . ., , . .g}{ :,' ,. t
| |
| ?, ;:. ..w Ly; _ _. {.,y b.pf. f. [ l ( _3 . ;,s . ., . .., . . .v T y. . . ,',. g ~N 3 f.c;,'",'. p; , , i y '.y l 9,79j ..syv y' , {j . ,; ~.Ff.> .y '.; :sh,". . f, ... ..,. - . . ' . . ... .'.q.. _g.
| |
| Q x g ...;... , v. _ . ~ : . :
| |
| g a> s ~, . s..;. , . ? , .z .- . 3 ;.. :
| |
| .y.
| |
| : z. s . ~. ' , 4;+.; y.v,s &.. .:: , ..'x; a1yz,?,.. h . w .v,~,. :
| |
| ~...
| |
| .h
| |
| . :. - l:
| |
| 'Y ;, ,
| |
| .m' .
| |
| (, -
| |
| '4' q. . .
| |
| .o.
| |
| '' ''- w ;.
| |
| .p.. . . . . , .
| |
| c),' . - n.
| |
| .r l:.
| |
| e.w...$,.. v . e. . . > < ,v 6
| |
| . ., .f ' y. ' . . . c .$_.'
| |
| s -
| |
| .g ., ,, , , .
| |
| .~. .-zc,
| |
| .u . -
| |
| ,. .e >. .
| |
| . .. . :.' +. . ' .m,. . . . ;;;i ~. .y . . .. ,m in q,;g
| |
| , ,7: . 4,, ..; ,_ m , s, . . n.
| |
| .. +- +.- : j- - . ;, ;_ -... . :p ; 29. . , ;q ; f. 7 4 .jf,L.;. ; ,,y,s ._ -
| |
| m 'e .. . . . , 3,. -
| |
| : 3. ;. .) :
| |
| ,,,.. l. z
| |
| . ; , {
| |
| ,*'..,.*.;'."m c - , ,, .. . ... ,9., . (.'.
| |
| - - 5 y,,.
| |
| '''".t .t ,(' .
| |
| 'd
| |
| * : [ ,. / , . . . . ~
| |
| '. , . , . ,a...'.. %'.'g[ , ) e.. , ' ... ,., . , ..,I.
| |
| . e '3 . - . ' . *
| |
| '.'tb .
| |
| . g
| |
| . . g.
| |
| . f
| |
| ,s
| |
| $ s*.-( ,*
| |
| .g g g ,, . - .0,,., . . . .
| |
| 4p.
| |
| .d.7 . . if + - -,. , , - ,
| |
| W M' g , ~ g., i .r . . .. ..# .. ' s' ' - ' . . ' . . ' t. * ,/(*s.'"
| |
| *4.'
| |
| . * ,,. .e,I 4 '. ''' * . -
| |
| . ''- j;QQ, Q.R'\ i,,' ,''.q[ [ L 6 ' [jf. .( l[
| |
| r .[ } :. : ;,+ fl. .. c._f}_cQ.9 ,
| |
| .. f,f,g[. :,
| |
| . 4.i w. [b'* ,' . , n .,'f i W J;"L n}.c .
| |
| ~ .?
| |
| ; .'. g ; , , . V :y A . ;_ W^ c.
| |
| i
| |
| : . wm
| |
| , - .c.
| |
| }f , -l. y ; .j ;. _ ; , f ,. ;. l. . v gf .f ;} ;; 6.Q} - 6.J y
| |
| . L: L $ % . % 5 &[ff } y, .. _f j:.'[ ? y-f j.}.Dj &jo j r Qy Q ,[ :Cg't n'
| |
| . .k'q
| |
| ~.z ~4 .. . . .,3-J . .e,
| |
| . , s . ._. . . q' ;,. .g_#; . . _. 4, ',."; *: 3 L J,.a lJ), .,
| |
| . c f&z.. t'?;
| |
| .6g a._: . -b;(W~tv g : v ;+ .
| |
| . k w f h' < g
| |
| +
| |
| _g c . f ..o. - F. . . . {g - ' ,C Mt j v
| |
| 7 =Wa * . ' - T g, l-
| |
| . .H f f ' ,- ':
| |
| ~ ,,
| |
| f'''4'-
| |
| .m '
| |
| , _,. ' : .; \. . . 'w[ ~~:W. ;.: '.),.:" W : + ^ :. yW{f:-Q. . .. Q. l s .,;
| |
| ; y .
| |
| @ F yj. ; h r e u f f. *t i.v :. L.,=w l: , . .. .m. .< ,. :0. -
| |
| .6 ;.) L f .''
| |
| . .~:. .. a- :
| |
| w.
| |
| . . ,Q,. .m sk. ; +Kf,%. %4.g.qq . f.". :,$% ..e. a, [, .;_m l.. r,,sJ; {" ,.p Q} {[m f;g{.%
| |
| e
| |
| ,, . v- . e: ,. , s 3 s :. .. .3 s.
| |
| f_Qv,<f.3, : .}. -g - , lh.: q j.vli .})j . ty n., a,.. . a. 4. ~ . . ; m, .,r ..%s r . e. . ,ee:,n; , .x s.a.
| |
| y . n. . . ,}ca.4 w<
| |
| n,...? o.
| |
| ~. . ,a
| |
| . .wl[u. n . s
| |
| , g.)a.+ww.u, j -.o w im~. .o
| |
| - - .. pk . , .sv .
| |
| ..s.
| |
| . . . [ ,, [ *
| |
| 'l'. .[," .:j 'jj . . . f
| |
| ..;, . j ; ;. .
| |
| .~ .
| |
| .j.
| |
| u .y
| |
| ..M.
| |
| t
| |
| .g.,
| |
| ; .c ,.
| |
| ggQ} mg:gQamyg3 y[u , . f.x.Qggy , ng my 8 yy>pgN.gyyw .a ygag. .w . M y.f. g. p .gg y .f.u;p pyg.
| |
| | |
| TELATED CORRESPONDEj%
| |
| EXHIBITS I TABLE OF CONTENTS Exhibit 1: Hartgen Resume Exhibit 2: Millspaugh Resume Exhibit 3: Roslyn Aerial View Exhibit 4: Bellmore Aerial View Exhibit 5: Hicksville Area A Aerial View Exhibit 6: Hicksville Area B Aerial View Exhibit 7: Lisu of construction projects that affect Shoreham evacuation routes Exhibit 8: Map of construction projects that affect the Shoreham evacuation routes Exhibit 9: Network map Exhibit 10: List of capacity of roadway links in network Exhibit 11: Map of traffic volumes on Long Island roads Exhibit 12: Table of the traffic volumes on the Long Island roads Exhibit 13: A summary of DOT and LILCO scenarios Exhibit 14: Table of V/C ratios for DOT 1 Exhibit 15: Table of V/C ratios for DOT 1A Exhibit 16: Table of V/C ratios for DOT 2 Exhibit 16A: Map of traffic congestion for DOT 2 Exhibit 17: Table of V/C ratios for DOT 3 Exhibit 17A: Map of traffic congestion for DOT 3 I
| |
| I _ _ - - - _- --- - -- .- -
| |
| | |
| Exhibit 18: Table of V/C ratios for DOT 4 Exhibit 18A: Map of traffic congestion for DOT 4 Exhibit 19: Table of V/C ratios for DOT 5 Exhibit 19A: Map of traffic congestion for DOT 5 Exhibit 20: Table of V/C ratios for DOT SA Exhibit 20A: Map of traffic congestion for DOT SA Exhibit 21: Table of V/C ratios for DOT SB Exhibit 21A: Map of traffic congestion for DOT 5B Exhibit 21B: Traffic Growth Rates for Long Island Exhibit 22: Table of number of links with high volume / capacity ratios for DOT scenarios Exhibit 23: Analysis of queue length on evacuation routes at the Nassau/Suffolk border at the end of 12 I hours Exhibit 24: Summary of intersection analysis for intersections at Route 107 and Old Country Road, Route 27 and Newbridge Road, and Willis Avenue and the LIE Service Road Exhibit 25: Videotape showing portions of approaches to reception centers Exhibit 26: Photograph of gatehouse gate at Roslyn Exhibit 26A: Photograph of debris at Bellmore site Exhibit 26B: Photograph of hedge and curb obstructing flow l of traffic at Bellmore site !
| |
| Exhibit 26C: Photograph of narrow gate at Bellmore site Exhibit 27: Hicksville reception center monitoring bay analysis Exhibit 28: Hicksville decontamination trailer analysis /
| |
| sinks l Exhibit 29: Hicksville decontamination trailer analysis /
| |
| showers Exhibit 30: Photograph of Hicksville Area B monitoring bay l
| |
| . l
| |
| | |
| I Exhibit 31: Roslyn center monitoring bay analysis Roslyn reception center decontamination I Exhibit 32:
| |
| trailer analysis / sinks Exhibit 33: Roslyn reception center decontamination trailer analysis / showers Exhibit 34: Bellmore reception center monitoring bay analysis Exhibit 35: Bellmore reception center decontamination trailer analysis / sinks Exhibit 36: Bellmore reception center decontamination trailer analysis / showers I
| |
| I I
| |
| I I -
| |
| | |
| l i
| |
| I f
| |
| i I ,
| |
| l I
| |
| I ;
| |
| l Exhibit 1 l I l I l I
| |
| !I l l
| |
| i l l l
| |
| I I
| |
| I
| |
| | |
| I ExhiM t 1 M
| |
| I' O DAVID T. HARTCEN
| |
| 'V January 1987 Home Office 5720 Normanskill Road Transportation Statistics & Analysis Slingerlands, New York 12159 New York State Dept. of Transportation (518) 765-3623 Albany, New York 12232 (518) 457-2967 COAL: Transportation, engineering, or information resources program management.
| |
| QUALIFICATIONS: Outstanding transportation policy analysis, management, and research background. Over 19 years experience in transportation planning and information systems management. Directs 60+ person professional and support s ta f f ., Expert at managing large complex organizations and implementing change. Very strong writing and speaking skills.
| |
| I Over 120 papers and reports: widely published.
| |
| international reputation. Strong academic Extensive professional activities.
| |
| National and and teaching credentials.
| |
| EDUCATION: Ph.D., Civil Engineering / Transportation, Northwestern University, 1973 M.S., Civil Engineering / Transportation, Northwestern University,1967 g B.S., Civil Engineering, Duke University, 1966 ,
| |
| V* EIPERIENCE: . -
| |
| Feb. 1981 - New York S' tate Department of Transportation, Albany, New York Present Director, Transportation Statistics & Analysis Manage staff of 60+ persons responsible for collection and analysis of statistics on NYS highway system. Direct information systems I for (1) transportation systems extent, condition, and needs: (2) traffic data, including design and conduct of traffic and travel surveys, speeds, and trucks (3) travel trends and forecastsi (4) traffic estimation methods and supporting computer services.
| |
| Revitalized an extensive data collection activity into an efficient modern information managemant system. Designed and implemented new methods of rapidly assessing highway condition based on photograph scalesi cut data delivery time by 907. and improved accuracy and reliability. This method is used annually to determine the condition of NYS highways. Streamlined the traffic count program, decentralized tra ffic equipment and information flows, reduced data access time by 95% and saved $550,000 annually.
| |
| Implemented rapid-access low-cost speed and truck monitoring systems. Assessed the energy impacts of transportation actions.
| |
| Revised urban travel simulation procedures using microcomputers and stand-alone traffic forecast methods. Testified before the I) Nuclear Regulatory Commission on evacuation plans for the Shoreham Nuclear Power Facility. Developed and implemented Management System for inventory data, project priorities, contracts a Canal and work records. Prepared draft MIS Task Force report charting agency MIS directions. Implementing a Highway Database for the Department, projected to savo $2.45 million annually. Developing an Infrastructure Needs Assessment Model to forecast repair needs I for highways and bridges. Principal Investigator on 4 federal s m ien en m Frfr _ y nten _4n- -A < -u u., mu- -- -
| |
| | |
| IO May 1984 - Federal Highway Administration, Washington, D.C.
| |
| March 1985 special Assistant to the Director of Planning Initiated and implemented this assignment for training, education, I and experience. Designed and conducted analysis of information needs for FHWA and the States. Prepared the " Highway Information Resources Study", recommending improvements to FHWA's I planning-related data systems; implementation by FHWA is underway.
| |
| Undertook pavement initiatives studies, long-term monitoring of pavements, and management systems. Reviewed and analyzed bridge and highway deterioration models and funding needs, traffic monitorirg, and highway condition studies.
| |
| Nov. 1971 - New York State Department of Transportation, Albany, New York Feb. 1981 _ Head, Planning Research Unit t .
| |
| Designed and developed analytic and planning methods studies for I the Department.
| |
| analysis methods Directed staff of 10-15 analysts.
| |
| and procedures Developed prepared travel forecasts:
| |
| developed methods of economic, social and environmental impacts, travel behavior and consumer response. Analyzed urban transit pricing, service, and fare policies. Designed and collected 15 travel data sets. Analyzed energy price and supply shortfalls and their effects on travel. Assessed special transit services IO for ' elderly and handicapped persons.
| |
| public opinion surveys on transportation investments.
| |
| Conducted and analyzed 7 policies and recommendations to NYS Legislature on transit operating Prepared assistance. Studied travel behavior of persons and households.
| |
| 1967-1971 New York State Department of Transportation Albany, New York Transportation Analyst Conducted research, data collection, and analysis on transportation systems and travel for numerous New York State cities, rural areas, and statewide.
| |
| l ACADEMI,C_:
| |
| 1 1978- Adjunct Professor, Dept. of Geography, State University of New l Present York at Albany. Helped set up transportation program. Teach courses in transportation analysis, including demand models, statistics, travel characteristica, energy, financing.
| |
| 1974- Initiated and operate NYSDOT student intern program with area Piesent collegess over 50 interns have served. Advisor on 2 Ph.D. and several M.S. studies.
| |
| 1976-1979 Adjunct Professor, Department of Civil Engineering Union College.
| |
| Taught transportation analysis course, similar to'above.
| |
| ; 1974 Adjunct Professor, Syracuse University. Taught undergraduate l course in transportation covering travel characteristics, legislation, analysis.
| |
| l 1971- Guest lectures at University of Oklahoma, Rensselaer Polytechnic Present Institute, Syracuse, SUNY Buf 910 Union, Ohio State University, University of Illinois, Brooklyn Polytechnic Institute, Purdue, Clark, Oxford & Warwick Universities (England), City of Amsterdam
| |
| | |
| a
| |
| _ PUBLICATIONS: Authored over 120 reports and papers, 63 of which are published in the referred professional literature. Selected most recent:
| |
| 1984 " Consumer Trade-offs between Mobility and Casoline Savings", with J.M. Brunso, Transportaticn Research Record 1049, TRB, 1985.
| |
| "Eight States Join in Study of Pavement Performance", FOCUS, News'.etter of Strategic Highway Research Program, Nov.-Dec.
| |
| " Highway Information Resources Study" report for FHWA, Dec. 1984.
| |
| " Application of the Highway Condition Projection Model to Interstate I4R Repairs", Transportatien Research Record 955, TRB, 1985.
| |
| 1985 "How Good is HPMS: Comparison with State results", Transportation Research Record 1060 TRB, 1986.
| |
| "The FHWA Highway Information Resources Study: Overview, Status, Direction", Transportation Research Record 1090, TRB, Washington, DC.
| |
| " Network-level Pavement Condition Rating: Balancing Quality, Quantity and Timeliness", with E. Herschenhorn, Transportation Research Record 1060. TRB, 1986.
| |
| 1986
| |
| " Integrating Highway Information: The New York Approach", prepared for presentation at the FHWA File Linkage Conference, Salt Lake I city, 1986. ,
| |
| "Are Truck Weights Really Increasing?",, with D.M. Bager, paper submitted to the Transportation Research Board, Washington, DC.
| |
| "A Strategy For Change". Draft report of the MIS Task Force, New York State Department of Transportation, 1986.
| |
| PROFESSIONALS Served on or chaired over 20 national and international panels and committees. Presently, Chair of TRB's Subcommittee on Statewide I
| |
| Information Systems. Chaired the International Conference on Travel Demand (1982), and TRB Committee on Travel Behavior, 1977-1983. Associate Editor, Transportation, 1974 present.
| |
| Professional Engineering license applied for.
| |
| AFFT;':ATIONS: American Public Works Association Transportation Research Board )
| |
| l F FERENCES: Kevin E. Heanue W. Stearns Caswell I Director, Office of Planning Federal Highway Administration, HPN-1 Washington, DC 20590 Director, Transit Division New York State Department of Transportation (202) 366-2951 Albany, New York 12232 I Prof. Louis J. Pignataro (518) 457-7664 Kaysir "rofessor of Transportation John E. Brentzel, Director I Institute for Transportation Studies City University of New York New York, NY 10031 Information Resources Management New York State Department of Transportation l
| |
| i I (212) 690-8396 Albany, New York 12232 (518) 457-3237 l
| |
| | |
| a E-David T. Hartgen Publications ard Reports November 1986 I 1966 "A Comprehensive Report of Parking and Traffic on Duke University", Civil Engineering Department, Duke University, Durham, North Carolina (with C.N.
| |
| Holland) (Senior Thesis).
| |
| 1967 " Optimum Location and Capacity of University Parking Facilities", Northwestern University, Department of Civil Engineering, June 1967 (Master's Thesis).
| |
| I .
| |
| 1968 " Calibration of Transit Networks in Medium Sized Urban Areas", Transportation Research Record No. 297, TRB, Washington, DC.
| |
| 1969 " Modal Split in Small Urban Areas", Preliminary Research Report No.
| |
| I NYSDOT, July.
| |
| 15 1969 " Optimal Design of a Surface Transit System", NYSDOT Report, Albany, NY 12232.
| |
| 1970 "A Behavioral Model of Mode Choice", Preliminary Research Report No. 19 NYSDOT, March (with G.H. Tanner).
| |
| 1970 " Mode Choice and Attitudes: A Literature Review", Preliminary Research Report No. 21, NYSDOT, April.
| |
| 1970 " Individual Attitudes and Family Activities: A Behavioral Model of Traveler Mode Choice", High Speed Ground Transportation Journal, Volume IV:3, p.
| |
| 439-467 (with George H. Tanner).
| |
| 1971 " Investigation of the Effect of Traveler Attitudes in a Model of Mode Choice Behavior", Transportation Research Record No. 369, Transportation Research Board (TRB), Washington, DC (with George H. Tanner).
| |
| 1972 "A Note on the Ability of Socioeconomic Variables to Explain Attitudinal I Bias Toward Alternative Travel Modes", High Speed Ground Transportation Journal, Volume IV:2.
| |
| I 1972 " Forecasting Remote Park & Ride Transit Usage", Preliminary Research Report No. 39, NYSDOT, December.
| |
| 1973 "The Influence of Attitudinal and Situational Variables on Urban Mode Choice",
| |
| , Preliminary Research Report No. 41, NYSDOT, March (Ph.D. Dissertation).
| |
| 1973 " Design for Buffalo Home-Interview Travel Survey", Preliminary Research Report No. 47, NYSDOT, June.
| |
| 1973 "Disaggregate Travel Demand Models for Special Context Planning: A Dissenting View", Transportation Research loard Special Report No. 143 TRB, Washington, DC (with Martin Wachs), 1974.
| |
| ! 1973 " Forecasting Demand for Improved Quality Transit Surveys with Small-Sample Surveys", Preliminary Research Report No. 51, NYSDOT, November.
| |
| | |
| - 1 l<
| |
| I 1973 " Variations in Reference Scale and Perception of Modal Attributes for Different Traveler Groups", Preliminary Research Report No. 55, NYSDOT, November.
| |
| 1974 " Development of Intercity Travel Demand Models for NYS Urban Areas",
| |
| Preliminary Research Report No.
| |
| I R. Albertin).
| |
| 58, NYSDOT, March, (with C.S. Cohen and 1974 "A Systems-Level Planning Application of the Disaggregate Modeling Technique",
| |
| I Preliminary Research Repore No. 62, NYSDOT, June, (with P.S. Liou and G.S.
| |
| Cohen).
| |
| I 1974 " Design for the Genesee Transportation Study Travel Survey". Preliminary Research Report No. 64, July, NYSDOT.
| |
| 1974 Position Bias in Transportation Opinion Questions", Preliminary Research Report No. 68, NYSDOT, August.
| |
| 1974 "A Dynamic Model of Travel Mode-Switching Behavior", Transportation 3 (1974) 45-58.
| |
| 1974 " Attitudinal and Situational Variables Influencing Urban Mode Choice: Some Empirical Findings", Transportation 3 (1974) 377-392.
| |
| I *1975 "1973 Buffalo Travel Survey: Design, Conduct, Processing", (Editor),
| |
| Preliminary Research Report No. 82, }WSDOT, August.
| |
| * 1975 " Individual Travel Beha,vior Under Energy Constraints", Preliminary Research Report No. 86, NYSDOT, August.
| |
| 1975 " Equity in New York State Transit Fares", Preliminary Research Report No.
| |
| 93, NYSDOT, October (with D.L. Weiss and G.S. Cohen).
| |
| I 1975 "Disaggregate Access Mode and Station Choice Models Transportation Research Record No.
| |
| and others).
| |
| 5_2,6,,
| |
| for Rail Trips",
| |
| TRB, Washington, DC (with P.S. Liou 1975 "Public Transportation Operating Assist. ace: Evaluation and Options - Summary Report". NYSDOT, February 1975 (submitted to the New York State Legislature (with C. Keck, et al)).
| |
| 1975 " Issues for Implementating Disaggregate Travel Demand Models". (with P.S.
| |
| Liou), in Stopher, P.R. and Meyburg, A.N. Behavioral Travel Demand Models, Lexington Press, 1976 (NYSDOT PRR 81).
| |
| 1975 " Application of Disaggregate Mode Choice Models to Travel Demand Forecasting for Urban Transit Systems", Transportation Research Record No. 534 TRB, I Washington, DC, p. 52-62, (with P.S. Liou and C.S. Cohen).
| |
| 1975 " Transit Deficits: A Projection for New York State" Transportation Research Record No. 589, TRB, Washington, DC, (with S.M. Howe), 1976.
| |
| 1975 " Energy Analysis for Urban Transportation Systems: A Preliminary Assessment",
| |
| I Transportation Research Record No. 599, TRB, Washington, DC, 1976.
| |
| | |
| I I;
| |
| "Long Range Transportation Planning Under Energy Constraints: A Critical I 1976 Review of Current Capacity", Transportation Research Record No. 592, TRB, Washington, DC.
| |
| 1976 "Irondequoit-Wayne Expressway: Before-After Study Design". Preliminary Research Report No. 101, NYSDOT June (with S.M. Howe).
| |
| I 1976 " Differential Time-of-Day Transit Fares:
| |
| Transportation Research Record D.L. Weiss).
| |
| No.
| |
| Revenue, 625, TRB, Washington, Ridership & Equity",
| |
| DC, 1977 (wit!
| |
| I 1976 " Analysis and Prediction of Non-Work Travel Patterns of the Elderly and Handicapped", Transportation Research Record No. 637, TRB, Washington, DC, (with S.M. Howe & M. Pasko), 1977.
| |
| 1976 " Forecasting Dial-A-Bus Ridership in Small Urban Areas", Transportation Research Record No. 563. TRB, Washington, DC, p. 53-62, (with C.A. Keck).
| |
| 1976 " Intercity Travel Demand Models: State-of-the-Art", Office of University Research, USDOT, (with C.S. Cohen).
| |
| I 1977 " Intercity Rail Patronage in NYC-Buffalo Corridor", Preliminary Research Report No. 115, NYSDOT (with C.S. Cohen and N.S. Erlbaum), April.
| |
| 1977 " Cost-Effective Bus Transit Barrier Removal Policies for Elderly and I Handicapped" July.
| |
| Preliminary Research Report No. 118, NYSDOT (with D.L. Weiss)
| |
| I 1977 "Ridesharing Behavior: A Review of Recent Findings", paper presented at FHWA's FCP Meeting, Columbus, Ohio, November 8 (NYSDOT, PRR #130).
| |
| " Automotive Energy Forecasts:
| |
| I 1977 Impact of Price, Availability and Efficiency",
| |
| Preliminary Research Report No. 133, NYSDOT (with C.S. Cohen and N.S.
| |
| Erlbs.um), December.
| |
| * I 1977 " Automotive Energy Forecasts: Impact of Carpooling, Trip Chaining, and Auto Ownership", Preliminary Research Report No. 134, NYSDOT, December (with N.S. Erlbaum and C.S. Cohen).
| |
| 1977 " Incorporating Barrier Effects in Elderly and Handicapped Transit Demand Forecasts", Transportation Research Record No. 660 TRB, Washington, DC, 1978 (with R. Knighton).
| |
| I 1977 "Who Favors Work-Schedule Changes, and Why", Transportation Research Record No. 677, TRB, Washington, DC, 1978 (with A.A. Tannir).
| |
| 1977 " Traffic Impacts of Work Schedule Changes in Medium-Sized Areas".
| |
| Transportation Research Record No. 677, TRB, Washington, DC, 1978 (with A.A. Tannir).
| |
| 1977 " Pedestrian Movement at the Ski Jump, 1980 Winter Olympics", Transportarion Research Record No. 683, TRB, Washington, DC (with Peter L. Wolf), 1978.
| |
| 4 l
| |
| E 1978 " Intercity Rail Travel Models", Transportation Research Record No. 673, TRB, Washington, DC (with C.S. Cohen and N.S. E rlbat.m) .
| |
| I .
| |
| | |
| 1978 "NYS Gasoline Use: Impact of Supply' Restrictions and Embargoes", Preliminary Research Report No. 142, NYSDOT (with N.S. Erlbaum and C.S. Cohen), August.
| |
| 1978 " Distance-Based Transit Fares: Robin Hood or Sheriff of Nottingham?"
| |
| Preliminary Research Report No. 145, NYSDOT (with D. Ballou and L. Mohan).
| |
| I 1978 "Can Current Transportation Planning Methods Analyze Women's Travel Issues?",
| |
| paper presented at the Conference on Women's Travel Issues, Washington, DC (Preliminary Research Report No. 149).
| |
| 1978 " Foreign Oil Dependence: A State-Level Analysis", (with R. Margiotta and L. Reilly). Transportation Research Record No. 726, TRB, Washington, DC, 1979, 1978 " Transit's Role", Editorial for Transportation, 6:3.
| |
| I 1978 " Transportation Energy: An Overview with Emphasis on New York State".
| |
| Transportation Research Record No.710, TRB, Washington, DC, 1979.
| |
| 1978 " Behavioral Science Applications to Issues in Transportation Planning".
| |
| I in Richard M. Michaels, Transportation Behavioral Science Contributions, Praeger Press 1980.
| |
| Planning and Decision Making:
| |
| I 1978 " Upstate New York's Response to the Mandates of the Clean Air Act."
| |
| Transportation Research Record R. Zabinski and G.S. Cohen).
| |
| No.. 714,- TRB, Washington, DC, 1979 (with 1979 Carpool Coordination Demonstration Study: Overview and Analysis of 'Before' Data", Preliminary Research Report No. 150, NYSDOT, March (with J.M. Brunso).
| |
| 1979 "Toward a Leading Travel Indicator", Preliminary Research Report No. 154 NYSDOT June (with P. Koeppel).
| |
| 1979 "Cuidelines for Transportation Energy Contingency Plans", Preliminary Research I Report No. 157, NYSDOT, May 1979 (with others).
| |
| 1979 "A Note on Representing Multiple-Alternative Competition", Preliminary Research Report No. 166, NYSDOT, August (with others).
| |
| 1979 " Behavioral Models in Transportation: Perspectives, Problems, Prospects",
| |
| in David Bannister and Peter Hall, Transport and Public Policy Planning, Munsell Press (1981).
| |
| 1979 " Family reactions to Energy Constraints", (with S.P. Phifer and A.J. Neveu)
| |
| Transportation Research Record No. 765. TRB, Washington, DC.
| |
| 1979 " Energy Considerations in Transportation Planning: The New York State Approach", in State Energy Conservation Activities, FHWA report, June 1980.
| |
| 1979 " Changes in Travel in Response to the 1979 Energy Crisis", (with others),
| |
| Preliminary Re u n :h Report No.170, NYSDOT, (November).
| |
| I
| |
| | |
| 1980 " Traffic Adjustments from Energy, Economy and Population Changes", Preliminary Research Report No. 175, NYSDOT (with others).
| |
| I 1980 "Long-Range Forecasts of Transportation Energy Consumption in New York State".
| |
| Transportation Research Record Erlbaum).
| |
| No. 764, TRB, Washington, DC (with N.S.
| |
| 1980 "Who Reads the Transportation Planning Literature?", Transportation Research Record No. 793, TRB, Washington DC, (with C.S. Cohen and F. McEvoy), 1981.
| |
| 1980 "An Assessment of Cames as Methods of Providing Informatior. on Casoline Conservation", Transportation Research Record No. 801, TRB, Washington, DC (1981) (with D. Cabrera).
| |
| 1980 " Transportation Energy Impact Assessment: Current Capabilities and Future Needs", Preliminary Research Report No. 178, NYSDOT, July (with N.S. Erlbaum).
| |
| 1980 " Procedures and Data Needs for Estimating Casoline Use in Urban Areas",
| |
| Preliminary Research Report No. 187, NYSDOT, July 1980 (with N.S. Erlbaum).
| |
| I 1980 "Research Design for the Neighborhood Ridesharing Demonstration Study",
| |
| Preliminary Research Report No. 189, NYSDOT, 1980 (with J.M. Brunso and W.R. Ugolik).
| |
| ~
| |
| 1980 " Transportation Energy Contingencies's A St' atus' Report on Public Response and Covernment Roles", Journal of Advanced Transportation, Spring, 1980.
| |
| I 1980 "The 1979 Energy Crisis - Who Conserved How Much" (with A.J.
| |
| presented at the National Energy Users Conference: San Antonio, April 1980 (published in Transportation Neveu), paper Research Board Special Report 191, TRB, Washington, DC 1981).
| |
| 1980 " Urban Passenger Strategies (for Transportation Energy Contingencies]".
| |
| Workshop Summary, Transportation Research Board Special Report No. 191, I TRB, Washington, DC, 1980.
| |
| 1980 "What Will Happen to Travel in the Next 20 Years", Transportation Research Record No. 807, TRB, Washington, DC, 1981.
| |
| 1980 " Issues for% Developing State Transportation Energy Emergency Conservation Plans", (with R. Bixby and M. Kocis), Transportation Research Record No.
| |
| 801, TRB, Washington, DC, 1981.
| |
| 1981 " Transportation and the Behavioral Sciences", in Irwin Altman, Jack Wohlwill and Peter Everett, Transportation and Behavior, Plenum Press, 1981.
| |
| 1981 " Transportation Energy Assessment for Local Governments" (with J.M. Cross and C.E. Heyers) Institute of Traffic Engineers Journal, 51:7 July, 1981.
| |
| l 1981 "Can Employer-Based Carpool Coordinators Increase Ridesharing", (with J.M.
| |
| Brunso), Transportation Research Record No. 823, TRB, Washington, DC, 1981.
| |
| 1981 " Energy Conservation in Transportation Systems Performance". International Symposium on Surface Transportation System Performance, U.S. Department of Transportation, May 11-13, 1981.
| |
| | |
| l 1981 " Transit Price and Service Variations", Workshop Summary. TSC Conference on Future Directions for Transit Pricing, 1981 (with L. Doxsey).
| |
| 1981 " Analysis and Prediction of Highway Condition", Transportation Analysis Report No. 2, September, 1981, NYSDOT.
| |
| 1981 " Visual Scales of Pavement Condition Development, Validation, and Use",
| |
| Transportation Research Record No. 893 TRB, Washington, DC, (with J. Shufon
| |
| & F. Pare 11a), 1982.
| |
| 1981 "The Pavement Condition of N.Y. 's Highways: 1981", Transportation Analysis Report No. 4, 1981, December, 1981, NYSDOT.
| |
| 1981 "Ridesharing Behavior and Marketing", summary of workshop, Transportation
| |
| _Research Board Special Report 193, TRB, Washington, DC, 1981.
| |
| 1982 " Revised Procedures for Factoring Short Traffic Counts to AADT",
| |
| Transportation Analysis Report No. 10, NYSDOT, July (with J. Lemmerman).
| |
| 1982 " Equity Impacts of Casoline Shortages and Price Rises". Transportation Analysis Report No. 20, NYSDOT, August (with J.M. Brunso and S. Kupferman).
| |
| 1982 " Neighborhood Ridesharing Demonstration Study: Final Report" (with J.M.
| |
| Brunso) U.S. Department of Transportation, March,1982.
| |
| 1982 " Statistical Controls in Ridesharing Demonstration Programs", Transportation Research Record No. 914, TRB, Washington, DC, (with J.M. Brunso).
| |
| I 1982 " Community Based Ridesharing: An Overlooked Option", Transportation Research Record No. 914. TRB, Washington, DC (with J.M. Brunso).
| |
| 1982 "New York's Perspective on Transportation Energy Contingency Planning",
| |
| I paper presented at the Conference on Transportation Contingency Planning Purdue University, April 29-30, 1982 (Energy -
| |
| The International Journal, August-September, 1983, p. 603-608).
| |
| 1982 " Transportation Energy Contingency Planning" Editorial for Transportation, 11:2, August.
| |
| 1982 " Streamlining the Collection and Processing of Traffic Count Statistics",
| |
| (with J. Lemmerman) Transportation Research Record No. 928 TRB, Washington, DC, 1983.
| |
| 1982 "Long-Term Prediction of Highway Condition", Transportation Research Record No. 940. TRB, Washington, DC, 1983.
| |
| 1982 " Windshield Surveys of Pavement Condition: A Feasible Input to Pavement Management", (with J.J. Shufon), Transportation Research Record No. 938, TRB, Washington, DC, 1983.
| |
| 1982 "Where Panels Work: Some Examples from Transportation Planning", paper presented at the World Con fe renc e on Transportation Research, Hambur8e Germany, April 1983.
| |
| 1982 "The Pavement Condition of New York's Highways: 1982", report for NYSDOT, December, 1982.
| |
| | |
| I:
| |
| 1983 " Initial and Subsequent Consumer Response to Casoline Shortages", (with I J.M. Brunso and A.J. Neveu), paper presented at the Conference on Energy Contingency Planning in Urban Areas.
| |
| (Published in Transportation Research Board Special Report 203, 1983).
| |
| Houston, Texas, April 7-9, 1983 1983 "Research And Risks: How to Beat the Odds", Transportation News, May-June, 1983.
| |
| I 1983 " Travel Analysis Methods for the 1980's: Executive Summary", Transportation Research Board Special Report 201, TRB, Washington, DC, 1983.
| |
| I 1983 "An Update on Household Trip Ceneration Rates" (with J.M.
| |
| Transportation Research Record No. 987, TRB, Washington, DC, 1984.
| |
| Brunso) 1983 " Status of Highway Condition Scoring in New York", Transportation Research Record 997, TRB,1984.
| |
| " Application of the Highway Condition Projection Model to Interstate I-4R 1983 I Analysis", Transportation Research Record 1984.
| |
| No. 955 TRB, Washington, DC, 1983 " Perception of the Infrastructure" (with A.J. Neveu) Transportation Analysis I Report No. 34, NYSDOT, July 1987.
| |
| 1983 " Characteristics of Double-Trailer Trucks in New York State", Transportation Research Record No. 966, TRB, Washington, DC, 1984.
| |
| * 1983 "The Pavement Condition of New York's Highways: 1983" Report to NYSDOT, October, 1983.
| |
| 1984 " Consumer Trade Offs between Mobility Maintenance and Casoline Savings".
| |
| Transportation Research Record No. 1049 TRB, Washington, DC, 1985 (with J.M. Brunso).
| |
| 1984 " Concept Paper for an Infrastructure Data Base", NYSDOT, April, 1984.
| |
| 1984 Incorporating Energp Analysis in TIP Process", report for FHWA, Washington, DC, 1984 (with others).
| |
| 1984 " Uncertainty in Traffic Forecasts and Its Impact on Pavement Design", with A.J. Neveu, paper prepared for FHWA, February, 1984 (NYSDOT Transportation Analysis Report No. 49).
| |
| 1984 "Eight States Join in Study of Pavement Performance", article for FOCUS, Newsletter of Strategic Highway Research Program, Nov.-Dec. ,1984.
| |
| 1984 "Covernment Roles in Transportation Energy Conservation", prepared for the ASCE meeting, August, 1984 (with N.S. Erlbaum).
| |
| 1984 " Highway Information Resources Study" report for FHWA, Dec. 1984.
| |
| 1985 " State Views of a State & Local Highway Program", paper for FHWA, Ptrnh 985.
| |
| 1985 "Use of a Simplified Urban Traffic Forecasting Procedure for Project Analysis" with A.J. Neveu, paper presented at Conference on Microcomputers in Transportation, San Diego, June, 1985.
| |
| | |
| I' I 1985 "How Good is the Highway Performance Monitoring System?: Comparison with State Results", paper prepared for Conference on HPMS Analytical Process, July 16-18, Kansas City, MO (Published in Transportation Research Record No. 1060. TRB, Washington, DC, 1986).
| |
| 1985 "The FHWA Highway Information Resources Study: Overview, Status. Direction",
| |
| Transportation Research Record (In press) TRB, Washington, DC, 1986.
| |
| 1985 " Emerging Trends in NYS Double-Trailer Traffic", with D.C. Fifield, Transportation Analysis Report No. 58, NYSDOT, 1985.
| |
| I 1985 " Network-level Pavement Condition Rating: Balancing Quality, Quantity and Timeliness". (with E. Herschenhorn), Transportation Research Record No.
| |
| 1060, TRB, Washington, DC, 1986.
| |
| 1986 " Integrating Highway Information: The New York Approach", presented at the FHWA File Linkage Conference, Salt Lake City, 1986.
| |
| 1986 "Are Truck Weights Really Increasing?", paper submitted to the Transportation Research Board, Washington, DC.
| |
| 1986 "A Strategy for Change", Draf t report of the MIS Task Force, NYSDOT,1986.
| |
| I I
| |
| I I
| |
| I I '
| |
| , I I _ . -- _ . _ _ _ .
| |
| | |
| Professional Affiliations and Panels Associate Editor, Transportation, 1975-Present.
| |
| Associate Editor, Journal of Advanced Transportation, 1974-1980.
| |
| Chairman TRB Conanittee on' Travel Behavior and Values (AIC04), 1977-1982.
| |
| Chairman, TRB Subcommittee on Statewide Information SyJtems, 1985-Present.
| |
| Chairman, conference on Travel Analysis Methods for the 1980's, 1982.
| |
| I Chairman, U.S. Comunittee on Fourth International Conference on Travel Behavior,1979.
| |
| Chairman, NCHRP Panel on Fuel Supply Limitations on Travel (NCHRP 8-23), 1976-1978.
| |
| Chairman, NCHRP Panel on New Approaches on Travel Behavior (NCHRP 8-14), 1975-1980.
| |
| Chairman, h71RP Panel on Transit Service for Disadvantaged (NCHRP 8-27), 1981-1983.
| |
| Secretary TAB Executive Committee, Subcommittee on TRB Financing, 1976-77.
| |
| Member TRB Committee on Passenger Travel Demand Forecasting, 1976-82.
| |
| Member TRB Committee on Travel Behavior & Values, 1983-Present.
| |
| Member. TRB Committee on Energy,1981-Present.
| |
| Member TRB Committee on Information Systems, 1983-Present.
| |
| Member, TRB Committee on Public Transportation Planning & Development, 1975-77.
| |
| Member, NCHRP Panel on Peak Period Traffic Congestion (NCHRP 7-10), 1974-79.
| |
| Member, Advisory Panel, Collection of a Disaggregate Data Set, 1975-78.
| |
| Member. Advisory Panel, Alternative Roles of the Automobile, 1975-76.
| |
| Member, Advisory Panel, Second Conference on Travel Behavior, 1975.
| |
| Member Advisory Panel, Conference on Behavioral Applications to Travel, 1978.
| |
| Member, Advisory Panel, Conference on Urban Transportation Planning in the 1980's, 1981.
| |
| Member, Advisory Panel, Conference on Transportation Energy Contingency Planning, 1983.
| |
| Member, Advisory Panel, 1985 Conference on Travel Behavior.
| |
| Member Advisory. Panel, 1987 conference on Transportation Applications.
| |
| Principal Reviewer,' National Academy of Sciences.
| |
| Who's Who in the East, 1974-Present.
| |
| Who's Who in Covernment, 1977-Present.
| |
| Charter Member, International Association for Travel Behavior, 1985.
| |
| American Public Works Association I
| |
| I _.
| |
| | |
| I Details of Craduate Study Northwestern University: 1966-67, 1970-71 Transportation Planning and Urban Systems:
| |
| I CE C 70 Highway Planning CE C 74 City Planning II l
| |
| CE C 73 City and Regional Planning CE E 80 M.S. Research I
| |
| CE D 74-1 Traffic Engineering I CE D 86 Urban Information Systems '
| |
| CE D 85 Analysis of Urban Systems CE E 90 Research: Attitude Scaling CE D 79 Urban Transportation Planning and Measurement CE D 80 Traffic Models CE E 18 Technological Innovation CE D 74-2 Traffic Engineering II Econ C53 Urban Economics CE D 72 Transportation Engineering CE D 80 Urban Travel Models CE E 99 Ph.D. Research Statistics and Operations Research:
| |
| IE C 02 Engineering Statistics IE C 53 Operations Research CE D01-20 Methods of Urban and Regional Analysis CE C 74 Multivariate Statistics CE D 85 Stochastic Spatial Patterns Social and Psychology:
| |
| JOUR C 05 Consumer Motivation and Behavior SOC D 03 Survey Research Methods PSY C 27 Mathematical Models of Behavior .
| |
| CE D 01 Scaling Methods M.S. Thesis: " Optimum Location and Capacity of University Parking Facilities," June 1967 Ph.D. Thesis: "The Influence of Attitudinal and Situational Variables on Urban Mode Choice," June 1973.
| |
| | |
| l I
| |
| i 1
| |
| 1
| |
| )
| |
| 1
| |
| )
| |
| I i
| |
| 8 Exhibit 2 ir 1
| |
| I t
| |
| I I
| |
| 'l
| |
| }
| |
| l d
| |
| I i i
| |
| 1 J
| |
| i 6 l
| |
| 1 l
| |
| l l I
| |
| 1 k
| |
| _e--
| |
| | |
| I- , Exhibit 2 I PROJECT PANELS FOR FY 1988 PROGRAM PROJECT NO. 3-38(5) TRAFFIC AND PROJECT NO.17-8 TRAFFIC Nominee l
| |
| Robert C. M111spaugh Supervisor - Traffic Engineering Design Review Section I Traffic and Safety Division New York State Department of Transportation 1220 k'ashington Avenue - State Campus
| |
| * Albany, New York 12232 Phone (518) 457-3537 I Robert C. Millspaugh, Age 60 is presently Supervisor of the Traffic Engineering Design Review Section in the Main Office of the Traffic and Safety Division, New York State Department of Transportation. He has primary responsibility for i management, development, and overview of the traffic engineering design review gnd design assistance program in the Department's eleven (11) regions. His' 25 years with New Ycrk State DOT and previous 3b years with the City of Cleveland were devottd primarily to traffic operatio'ns and traffic engineering design. Also, previous experience includes 5 years with United States Steel Corporation in I_ structural design of steel manuf acturing plants. He received a Bachelor of Civil Engineering degree at Ohio State University in 1952. He is a registered professional engineer in New York and Ohio. He previously served as a panel member I on NCHRP Project 3-30, FY'83 " Intersection Channelization".
| |
| See attached duties, responsibilities, experience and education.
| |
| l -
| |
| I I: e I.
| |
| i i
| |
| t i
| |
| | |
| DESCRIPTION OF DUTIES AND RESPONSIBILITIES I ,
| |
| SUPERVISOR - TRAFFIC ENGINEERING DESIGN REVIEW SECTION
| |
| ~
| |
| Under general supervision is responsible for management and development of the I traffic engineering design review and design assistance program.
| |
| for the programs involving monitoring of the traffic engineering design reviews conducted by the Regional Traffic and Safety Groups to insure compliance with Responsible I
| |
| review standards, evaluation of the completenest of the reviews, and determination of the need for developing training, policies, directives and standards pertaining to traffic operations.
| |
| Specific duties:
| |
| ' l. Manages program by scheduling or conducting field studies in the Regions to evaluate and monitor Regions' execution of program activity.
| |
| : 2. Assigns projects for review and analysis, upon receipt of request for special reviews, to the Unit's staff and guides them, as necessary, in performing I and completing the review. Reviews the recommendations and alternate proposals of the Section's staff to assure compliance with standards and Department policies. , ,
| |
| : 3. Represrents the Traffic and Safety Division at design review conferences and submits comments and recommendations relating to safety, operations and traffic control.
| |
| : 4. Develops procedures and guidelines to be followed by the Regions in the review of geometric design and the review of traffic control devices in contracts.
| |
| I Confers with the Regional Traffic and Safety Groups to assure uniform inter-pretation and application of policies and procedures in review of projects from a traffic engineering viewpoint.
| |
| : 5. Provides technical geometric design and traffic control advice to the Regions and to the Training Bureau to develop design seminars or courses for Main Office and Regional Design and Traffic and Safety staff members, Oversees I and participates in seminars to assure that all personnel involved in the preparstion and review of contract plans are kept abreast of rapidly changing developments in traffic control devices and current design standards.
| |
| : 6. Develops guidelines and supervises the preparation of traffic control plans for capital projects. The traffic control plans, approved by local jurisdictions, are required by the Federal Highway Administration prior to the release of Federal funds.
| |
| : 7. Provides expert testimony in Court of Claims cases involving geometric design I features and/or application of traffic control devices, at the request of the Attorney General's Office.
| |
| : 8. Provides technical advice and assistance in the development of on-site cLnstruc-l tion review procedures and guidelines. On-site construction reviews by Regional
| |
| = and Traf fic and Safety Groups assure that proper and adequate traffic control devices and the application thereof are used to protect motorists, pedestrians and workmen during construction.
| |
| | |
| ~
| |
| I' i
| |
| I 2.
| |
| I 9. Assists the Regions, the Office of General Services and other State agencies in the development of complex projects involving traffic operation and control considerations where a high degree of expertise is required. l
| |
| : 10. Supervises the review of private development proposals for large traffic generators, such as Regional shopping centers, to assure that the entrances I to State highways will not have an adverse affect on traffic and that proper and adequate traffic control devices will be provided.
| |
| E I
| |
| I I '
| |
| 1 i
| |
| lI i
| |
| lI lI I
| |
| | |
| l-I I Sept. 1961 - New York State Department Supervisor of Traffic Engineerin Present of Transportation, Traffic Design Review Section I & Safety Division Albany, New York I Aug. 1956 -
| |
| Aug. 1961 United States Steel Corp.
| |
| American Steel & Wire Div.
| |
| Cleveland, Ohio Prepared or checked designs, plans, specifications, and estimates for the construction of reinforced concrete foun-I ,
| |
| dations and steel structures for steel manufacturing plants.
| |
| Jan. 1953 - City of Cleveland, Ohio Assistant Traffic Engineer -
| |
| Ii Aug. 1956 - Traffic Engineering Div. Performed responsible traffic engineering work in making designs, plans and reports.
| |
| Oct. 1946 - Baldwin Wallace College -
| |
| June 1948 Berea, Ohio Jan. 1949 - Ohio State Univ. Bachelor Dec. 1952 Columbus, Ohio Civil Engineering I Porn: June 12, 1926 l
| |
| l 1
| |
| United States Citizen . i I
| |
| I I I
| |
| I
| |
| | |
| a s a I l I
| |
| I I
| |
| I i l
| |
| l
| |
| :I I :
| |
| I ,
| |
| Exhibit 3 I
| |
| lI t
| |
| I i
| |
| I I
| |
| lI I
| |
| I I -. -. ___ _ _ _ _ ___ _ . .
| |
| | |
| - - - - - - . -- - % a , _ _m. ,
| |
| I ,
| |
| . I k -
| |
| er e
| |
| $3 x n
| |
| 4 m
| |
| ._d
| |
| ~g ( a,t./,q'.3 ,
| |
| 15 0 t' t' Qc, ' \, ,c l
| |
| < 4 ,
| |
| Ci,( .
| |
| s .1, .'j ;-
| |
| l ) /
| |
| /
| |
| $ i
| |
| ( .z, 1 .
| |
| ,e t I, _
| |
| /.
| |
| g T Qf ' ,
| |
| g /. g I i
| |
| +[
| |
| , . n ,avv~.m ,
| |
| ig ,
| |
| ,i -
| |
| g, { #; . - ,
| |
| .s c.
| |
| g:r t
| |
| n ,
| |
| ) ,. ,w p.A :
| |
| e
| |
| , ;. a l
| |
| I .
| |
| . k.
| |
| i ..
| |
| ; t ./ .s . m I -
| |
| | |
| c l
| |
| lE I
| |
| 'I I
| |
| I I
| |
| I Exhibit 4 I
| |
| I I
| |
| l I
| |
| I
| |
| !I I
| |
| I I
| |
| i I
| |
| | |
| I
| |
| = J'
| |
| * I M_-<m J'N , ,
| |
| ~
| |
| ~* ,, >
| |
| ,[
| |
| al p
| |
| n egg '
| |
| '~
| |
| l -
| |
| .[ fl fpeb .
| |
| {. '
| |
| I
| |
| { ,_
| |
| ;I -
| |
| i g l o {ylln
| |
| . ~P in m '
| |
| ..B g
| |
| ; M '. : .
| |
| l1 Lb ["
| |
| ' s p i e .
| |
| ~
| |
| I l
| |
| f(f .
| |
| I!
| |
| l (Tl[
| |
| ' i o .
| |
| ~: ~
| |
| a j t.,
| |
| i I
| |
| _ -. 3
| |
| | |
| .a . -._,sA s ._. _.. - w - - -
| |
| I ,
| |
| I l I
| |
| i i
| |
| I ;
| |
| I i
| |
| :I ;
| |
| i i
| |
| r I
| |
| Exhbiit 5 I
| |
| I I
| |
| I I
| |
| I I
| |
| I I
| |
| I I _
| |
| | |
| i
| |
| 'I I 'd I'
| |
| ,, ,. l'0'h,;j,-
| |
| gl ]
| |
| gy 4,sosae ,{
| |
| jigd %.
| |
| i j , 'g d .
| |
| g:q:
| |
| ::n(1:g LLnl} o e '.
| |
| lI Q i; fog $y $J -
| |
| ls n q{ ,,
| |
| d-a
| |
| ) pf h ),
| |
| I((jjhjk$
| |
| | |
| I lI I
| |
| h
| |
| :I.
| |
| lI.
| |
| s I
| |
| Exhibit 6 1
| |
| .i i
| |
| i 7
| |
| ,I
| |
| :I, J
| |
| 1 ill i
| |
| !I d
| |
| l 1
| |
| :I
| |
| | |
| B
| |
| ; j >
| |
| mgu g
| |
| , n i i
| |
| 'f I li s'!,j g .>>
| |
| l }Y) 0 "'j; l;J a ;'t ) l?
| |
| ; '; . ;s, <
| |
| 14 l #
| |
| [/f[)1 f
| |
| 6 A s y ; ,
| |
| 9 ! . ',,
| |
| $f 4 '
| |
| I '
| |
| ~
| |
| a 4,
| |
| 4: gg.7,1
| |
| . am f ,
| |
| ' !x ;%@y&qy n 1 c
| |
| y I s l r I g g
| |
| I I
| |
| | |
| I I
| |
| I I I I
| |
| I ;
| |
| Exhibit 7 ,
| |
| I I
| |
| 1 I
| |
| I :
| |
| I I
| |
| I I
| |
| I
| |
| | |
| I ,
| |
| I EXHIBIT 7 REGION 10 (LONG ISLAND) CONSTRUCTION PROJECTS I THAT AFFECT ROUTES TO LILCO RECEPTION CENTERS NY27 PIH Le.t 0058.71 - Oakdale Interchange Reconstruction 3/88 0058.72 - W/O Pond - E/O Broadway - 3rd Lane Construction 5/87 0114.00(C2) -
| |
| E/O Nicolls - E/O N. Ocean Ave. - Reconstruction 11/87 I 0114.00(03) 0188.00(01) 0188.00(02)
| |
| E/O N. Ocean Ave. - Phyllis Dr. - Reconstruction E/O Pond - E/O Lakeland - Reconstruction E/O Lakeland - E/O Broadway - Reconstruction 11/89 PO/91 PO/91 A058.68 Carmans Road - N/S Line - R&P 9/88 I
| |
| B058.68 -
| |
| N/S Line - Great Neck Road - R&P 9/88 NY 106/NY 107 m
| |
| 0156.16 - Old Country Road - Schoharie & Service Road - Signal 4/87 0156.19 -
| |
| NY107 - NY105 - NY24 - R&P 3/87 4/89 I TRN1.17 - NY106/107 - Old Country Road - NY25 - R&P LIE - I495 I m 0228.18B - Service Road: NY106/107 - S. Oyster Bay Rd. - Construction 11/90 A228.24B -
| |
| NY135 - N/S Line R&P 3/87 B228.24B -
| |
| N/S Line - Gabatelle Road - R&P 3/87 I 0228.30B 0228.40 0228.42 Sagitkos Interchange - Reconstruction Monolithic Decks - Bridge NY454 - Patchogue - Holbrook Road R&P 7/88 5/87 11/87 TRN1.27 - Patchogue - Holbrook Road - NY112 R&P 90/91 I
| |
| I I
| |
| I
| |
| | |
| I I
| |
| HQBTHERN STATE PARKWAY PlH 0516.32B -
| |
| MSP - WSP - Reconstruction 11/91 0523.00B - NSP/MSP Interchange - Reconstruction 3/88 TRNO.92 -
| |
| WSP - NY231 - R&P 4/90 SOUTHERN STATE PARKWAY I m I 0534.24B TRNO.99 TRN1.54 Interchange /BSP - Reconstruction Wantagh Avenue - Straight Path W/B - R&P Straight Path - SAGSP R&P 5/87 9/88 9/89 TRN1.69 NY110 - Straight Path E/B R&P 4/89 I
| |
| OLD COUNTRY ROAD PlH W 0750.77B -
| |
| OCR - Clinton Road - Intersection-Reconstruction 4/88 MEADOWBROOK STATE PARKWAY m
| |
| I TRNO.96 TRN1.65 SSP - LIRR - R&P NY27 - SSP (SB only) R&P 4/91 6/87 NY25 PlH TRN1.ll -
| |
| Kings Park Road - Meadow Road R&P 4/89 SAOTIKOS STATE PARKWAY I PlH TRNO.97 - SSP - NY25 R&p 90/91 I
| |
| I I .
| |
| | |
| l l
| |
| l l
| |
| I I
| |
| I I
| |
| I Exhibit 8 i
| |
| I I
| |
| I I
| |
| I I
| |
| I
| |
| | |
| ~W ,
| |
| C'J REGION ~10 ~ CON 5if6CTi Sj.I)iiO)5 CTS] HAT
| |
| . - - ; f ..
| |
| 'V h ; .
| |
| f' ,
| |
| -r ,,,
| |
| J,h , ;n?
| |
| 'sc % ,s*'# - \
| |
| Lloyd Point 7,gggyagcg Asha tY f \4 .-
| |
| ,$,'#fs, [. *g roken ironeck 4*4 I ENI*,
| |
| 4aton. U$
| |
| 2K 4b Isla C " "##"
| |
| SalejngI '8 sue 4
| |
| { [ aley" oc)sr M#
| |
| * 9
| |
| * Y
| |
| ""fes orthp, rt:
| |
| r spect ggn . be' ' ""
| |
| \arb"' .J reen g
| |
| Cove' / batmec -
| |
| 7.L"h"2l"%,
| |
| ft/J"*'d ti t 0N
| |
| .i a u ,
| |
| lg su"r'!Ane Q '%!uSE ; vster '
| |
| 9 .1 L ~'\3 kf' 90 :n . Chih l-n{ s . Brookvnte
| |
| / ~
| |
| hd ownMySS*I r 7,' e h U
| |
| $"n ' "
| |
| , om cy h. t at; u
| |
| r as
| |
| , ( Mutto FF e{y "" m Hi! - "-
| |
| g5 ead ,Voodburh -
| |
| unti, r on
| |
| [l ' rb h
| |
| / ro, )J Pm N8 M .- ), M h l o "
| |
| #6 #
| |
| 3 r" c il ast alk H l Uw 4
| |
| g ,
| |
| k asty C # N i E I'5I'A "g
| |
| $[3 E. y ; p 4,a yi
| |
| - m::, .x - p p s p[erf
| |
| : r. _
| |
| v
| |
| ~
| |
| i[ "
| |
| , 'ly
| |
| ' I
| |
| /
| |
| arden at 5' A 2t- -
| |
| ~t h db$ Na-r ,
| |
| w j wari g A y N '''m '
| |
| -. rME y enh . dt ,
| |
| ' b 's Tm 0N ) d jg ra' s D" '
| |
| '4 bith .- a h e Park Stea ' .
| |
| 9sahem'S^ "I p. Is !p a g; AB t ww 3 f,, ~Arnityville , leo
| |
| -- ~ k@>' --09 . -
| |
| h - cegnsd(es c;r. g Scuth I po
| |
| ~~
| |
| 7,f ,9
| |
| ,ep . ,u gjo
| |
| , 'kd
| |
| ' ~ . , %,, s.o ren e W
| |
| Jk
| |
| - "& ansioca .
| |
| Q -
| |
| . IdO ' ~ Point . STATE PARK ' -
| |
| SCALE Long Beach- . Beach ' Looko y ,,
| |
| >~ ~ ~
| |
| >-w E,Nu M
| |
| | |
| AS
| |
| ~
| |
| NECT]H. CUAT'lON 'R[OOTES- EXHIBlT 8 ' L 0(d hiild Point Mt. MintyP&nt A 9 000 Miller Place SHOREHAM; ' 'y g,[
| |
| tt 's ne ~
| |
| P .
| |
| Rock)) 4.. "Vading Snrithtown
| |
| ' *'d '
| |
| : q. Port % Bench '*'e~ \ 'X?
| |
| p I
| |
| f na ' "
| |
| 4, eHekson @ ].
| |
| 550.Y
| |
| ' ,- (i exn ro:sr l l hih$r l w o V, ' Ort 6fferSO ? l ud'la"ra },o KH,A [ f pf[ "g g i
| |
| sequogu e3a ft r s
| |
| South Setau) o slgrryvil!e
| |
| 'h ( -
| |
| {-
| |
| \
| |
| b h
| |
| ,D , /
| |
| SarL L ~ F=%,_s n Ysi$ /
| |
| y y W}}-~ b
| |
| ,_ Remo , , K\\ \x.'" g// B;0l,y,]ls l Y#
| |
| Qhy
| |
| *4 Vina L . ' >
| |
| St ame Seiden . e oram I
| |
| d LAsasArcRy d- 'Qx ryn FO. T h '
| |
| N f Center ch, ~ '
| |
| ~'\
| |
| / k /. L
| |
| ~
| |
| Pm T28.tt) a - 1 it t CO Ot f C $, pn ,
| |
| Q hfhh?-@ TON d $; 8 lb i
| |
| ! Q Ob tlIQUGI ' ' '6 ."" ' pa cy4503) .,
| |
| SEASH %
| |
| l n
| |
| P ogue (;L 6 ff R . . . .
| |
| : m. O x J $
| |
| E -rc hq lj sy TA TUCK j L'(** f X / \-
| |
| $$$;${ hf'9'N ., 5
| |
| ""y',\'? 56R*
| |
| lEA T -
| |
| S OJJ T1I /I -LII A y ?*:' :
| |
| h N / l'
| |
| \ ,, f I
| |
| -r , ~ m- .,,,,4,...
| |
| e Q~\ a l
| |
| / s}h i
| |
| '(58''*'9 ,4em:O hws _
| |
| Ocem B. n
| |
| ,- Hart # ,
| |
| TI
| |
| ~
| |
| -PARK ''
| |
| APERTURE CARD Also Avalfable On 1 ~'
| |
| !A-f(cepTiod c niiinf A Perture Card
| |
| _e e-.
| |
| q'70%l3oA37e/ _.
| |
| | |
| I I
| |
| I l l
| |
| 1 Exhibit 9 l l ,
| |
| i 1
| |
| I I
| |
| I I
| |
| I
| |
| | |
| I
| |
| *lemens muutada I'
| |
| l r
| |
| STUDY NETWORK FOR EVALUATION OF PROPOSED SHOREHAM EVACUATION PLAN
| |
| /
| |
| < Sf2$
| |
| v e: m_
| |
| sq
| |
| ' "* * # sai
| |
| ~
| |
| N (g
| |
| 5 Of2
| |
| , $2syg j
| |
| \
| |
| ''''e., g slyn y u>s xv (
| |
| e g
| |
| ,9,,
| |
| ,,j lS n ,,[ ,,o 233
| |
| '' r.,
| |
| f l 'n ,,,
| |
| ~~
| |
| g' D * "
| |
| C .
| |
| l i leerrma,.
| |
| $ , , , Ad_ &
| |
| (
| |
| g ha B
| |
| s,1,, ,,,,,,
| |
| ICE I A #0# C
| |
| : a. **'
| |
| * 204 Roslyn 8'Ibere
| |
| _s/
| |
| : f. . K-- mi g
| |
| 'on N,(e m *o gw 4-
| |
| . _ ~._-2 e ~
| |
| - p, .
| |
| 910 f f saa koo, e
| |
| so<
| |
| L gm n
| |
| se, f
| |
| y
| |
| | |
| TI APERTURE CARD Also kvaltable on
| |
| ' Aperture Card EXHIBIT 9 b
| |
| SNQRgHgg
| |
| ^
| |
| ,,~
| |
| 'f
| |
| "#jesir ,,*',,
| |
| 2 ,, t;?7-;_y / ,
| |
| 53r 52 . ; ,,g 9%
| |
| 'J k< [:6 8
| |
| 80 !
| |
| 7e
| |
| ~
| |
| a
| |
| {
| |
| Pro
| |
| * M4 g
| |
| Roslym 0%
| |
| s
| |
| . 301 y,
| |
| w e '*
| |
| Hicksvitie 303 j
| |
| $ Load Node )
| |
| 4 Simple Node *#0W -
| |
| gj 9 Deteited Node g t 1
| |
| E If e...
| |
| 823 c e l, Scese t:350.000
| |
| ''~' ~t"
| |
| = ~;;~ ~~u n xQ[ y 8 70'l 230 237_o L
| |
| | |
| l I
| |
| Exhibit 10 I
| |
| I I
| |
| I I _ _ - _ - - _ _ _ _ --
| |
| | |
| Exhibit 10 pg 4/111987 CARS RogerCreightenAsscciateslacorporated SA4NETWORKLISilNE A-NUDE (TYPE) LOCATION
| |
| -NORTH----- ------
| |
| EAST----- - - - - -
| |
| SOUTH WE S T ----------
| |
| NODE LT DIST SP VOLUME TID COST N0DE LT DIST SP VOLUME TfD COST N00E LT O!ST SP VOLUME T/0 COST NOCE LT DIST 1 (S) RT.347 510614.3035 0 0 102 522 61 2.30 35 0 0 54 534 61 1.00 35 0 0 24 390 70 3.30 50 0 0 68 2 (S) RT.347 390703.3050 1466 0 68 11617.2035 1072 0 170 320 70 3.90 50 0 0 80 310 61 3.50 35 0 0 83 3 (S) RT.347 320703.2050 1763 0 66 4702.3050 0 0 47 4 (S) NORTHSTPKVY 12732.1050 1200 0 43~ 3702.3050 1206 0 47 102 73 1.00 50 0 0 20 104 73 11.30 50 0 0 231 I 5 (D) NORTHSTPKWY 105790.3050 1497 0 6 104 73 0.80 50 3839 0 16 201 79 1.50 50 0 0 31 6730.9050 0 0 !!
| |
| I (SB)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0 L
| |
| (WB)T R
| |
| 0 0
| |
| 0 0
| |
| 0 0
| |
| (N!)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0 (EB)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0 6 (0)' NDRTHSTPKWY 106450.3035 609 0 7 5730.9050 4024 0 18 202 43 1.70 25 0 0 50 7731.8050 0 0 37 L 0 0 L 0 0 L 0 0 L 0 0 (SB)T 0 0 (WB)T 0 0 (NB)T 0 0 (EB)T 0 0 R 0 0 R 0 0 R 0 0 R 0 0 (D) NORTHSTPKWY I
| |
| 7 107490.2025 1775 0 6 6731.8050 3758 0 37 206 43 1.50 25 0 0 44 77734.0050 0 0 82 0 0 L 0 0 L 0 0 L 0 0 L
| |
| (52)T 0 0 (WB)T 0 0 (NB)T 0 0 (EB)T 0 0 R 0 0 R 0 0 R 0 0 R 0 0
| |
| !! 15) ROUTE 25 521613.6035 0 0 85 520 61 3.60 35 0 0 85 523 61 6.10 35 0 0 144 2617.2035 0 0 170 I 12 (S) ROUTE 25 TON /SLINE 315673.7035 658 0 87 4732.1050 0 0 43 700 45 9.10 35 0 0 215 I
| |
| 69 (S) ROUTE 495 603615.7035 0 0 135 70791.2050 903 0 25 604 61 6.50 35 0 0 154 100 79 3.90 50 0 0 80 I 70 (S) ROUTE 495 517612.5035 0 0 59 71794.1050 453 0 84 69791.2050 0 0 25 71 (S) ROUTE 495 605617.1035 0 0 168 72791.2050 219 0 25 70794.1050 0 0 84 72 (S) ROUTE 495 518615.6035 0 0 132 53! 61 2.70 35 0 0 64 71791.2050 0 0 25 77 (S) northstpthy 7734.0050 4355 0 82 730791.0050 0 0 20 I .... .. ... . .. . ...... ..... . ...... .-
| |
| | |
| I 4/1/1987 CARS Roger Creightsn Associates loconstated PA5E 2 SA4NETORKLISilNS A-N00E(TYPE)LOCAT10N
| |
| ----NORTH --- ---
| |
| EAST- - - - -
| |
| SOUTH WEST-N00E Li DIST SP VOLUE TID COST ODE LT DIST SP VOLUME T/D COST NSDE LT DIST SP VOLUME TIO COSI ODE LT DIST SP VOLUP.E TID CO 100 (S) ROUTE 495 527610.5035 0 0 12 515 61 1.00 35 0 0 24 69793.9050 903 0 80 101 79 2.80 50 0 0 57 i 101 (S) ROUTE 495 l 6026110.5035 0 0 248 100 79 2.80 50 1291 0 57 405793.1050 0 0 63 l 102 (S) ROUTE 495 i 4731.0050 1328 0 20 402 79 13.60 50 3400 0 278 221 73 3.90 50 0 0 80 103 79 8.90 50 0 0 182 103 (D) ROUTE 495
| |
| - 102 79 8.90 50 4779 0 182 201 45 2.30 35 0 0 54 104 79 1.90 50 0 0 39 L 0 0 L 0 0 L (WB)T 0 0 (NB)T - -
| |
| (EB)T 0 0 I - -
| |
| R 0 0 R 0 0 104 (D) ROUTE 495 47311.3050 3755 0 231 103 79 1.90 50 4614 0 39 5730.8050 0 0 16 105 79 0.70 50 0 0 14 L 0 0 L 0 0 L 0 0 L 0 0 I .
| |
| (SB)T R
| |
| C 0
| |
| 0 0
| |
| M)T R
| |
| 0 0
| |
| 0 0
| |
| (NB)T R
| |
| 0 0
| |
| 0 0
| |
| (EB)T R
| |
| 0 0
| |
| 0 0
| |
| 105 (D) ROUTE 495 710731.2050 0 0 25 104 79 0.70 50 4811 0 14 5790.3050 0 0 6 106 79 0.80 50 0 0 16 L 0 0 L 0 0 L 0 0 L 0 0 (SB)T 0 0 (WB)T 0 0 (NB)T 0 0 (EB)T 0 0 R 0 0 R 0 0 R 0 0 R 0 0 106 (D) ROUTE 495 105 79 0.80 50 4811 0 16 6450.3035 0 0 7 107 79 1.80 50 0 0 37 L 0 0 L 0 0 L (WB)T 0 0 (NB)T - -
| |
| (EB)T 0 0 R R 0 0 R 0 0 I 107 (D) 720450.5035 0 0 12 106 79 1.80 50 4811 0 37 7490.2025 0 0 6 830 79 4.90 50 0 0 100 L
| |
| I L 0 0 L 0 0 L 0 0 0 0 (SB)T 0 0 (WB)T 0 0 (NB)T 0 0 (EB)T 0 0 R 0 0 R 0 0 R 0 0 R 0 0 I !!! (S) ROUTE 27 516619.3035 0 0 220 528 61 1.40 35 0 0 33 529 61 2.60 35 0 0 61 420 70 6.00 50 0 0 123 112 (S) ROUTE 27 403708.8050 2072 0 180 113 79 5.90 50 0 0 121 221 79 5.90 50 0 0 121 113 (S) R0'JTE 27 114730.6050 0 0 12 !!2 79 5.90 50 1209 0 121 780734.7050 0 0 96
| |
| !!4 (S) 50VIHSTPKWY 221791.0050 3286 0 20 113730.6050 0 0 12 790 79 6.49 50 0 0 133
| |
| | |
| I 4/!/1987 CARS RogerCreightonAssociatesIncorporated PASE 3 SA4NETWORKLISTINS A-NDDE(TYFE) LOCATION l
| |
| )
| |
| -- - ---- NORTH------- ---------EAST--------- -
| |
| -SOUTH ----WE S T---------- i N0DE LT DIST SP VOLUME TID COST NDDE LT DIST SP VOLUME T/D COST N00E LT DIST SP VOLUME T/D CO I
| |
| j
| |
| !!5 (D) S0VIHSIFRXWY 231390.7035 0 0 17 790 79 4.31 50 5029 0 88 !!6790.4050 0 0 8 L
| |
| - - L 0 0 L 0 0 (SB)T - - (WB)T 0 0 (EB)T 0 0 R 0 0 R R 0 0
| |
| !!6 (D) SOUTHSTFXWV 117791.6050 0 33 I
| |
| 0 231791.0050 0 0 20 115 79 0.40 50 5029 0 8 L
| |
| - - L 0 0 L 0 0 (58)T - -
| |
| (WB)T 0 0 (EB)T 0 0 R 0 0 R R 0 0 I !!7 (S) SOUTHSIFXWY
| |
| !16791.6050 5407 0 33 118792.2050 0 0 45 122 79 3.30 50 0 0 68 I 118 (D) ROUTE 27 117792.2050 1222 0 45 780 56 8.90 30 3292 0 232 119561.1030 L
| |
| 0 0
| |
| 0 29 0
| |
| L 0 0 L (SB)T - -
| |
| (WB)T 0 0 (EB)T 0 0 R 0 0 R R 0 0 I i19 (D) ROVIE27 118561.1030 3273 (WB)T L 0 0
| |
| 0 29 123 14 0.10 25 0
| |
| 0 (NB)T L
| |
| 0 0
| |
| 0 0
| |
| 3 120 56 0.20 30 (EB)T L
| |
| 0 0
| |
| 0 0
| |
| 5 R
| |
| R 0 0 R 0 0 120 (D) ROUTE 27 119560.2030 0 0 5 910 12 0.10 15 0 0 5 121 56 1.60 30 1291 0 42 L 0 0 L 0 0 L (WB)T 0 0 (NB)T - -
| |
| (EB)T 0 0 R
| |
| R 0 0 R 0 0 I 121 (D) ROUTE 27 122792.4050 1913 0 49 120 56 1.60 30 0 0 42 I
| |
| L 0 0 L (SB)T - -
| |
| (WB)T R
| |
| R 0 0 I 122 (S) SOUTHSTFKWY 820733.0051 2413 0 61 !!7 79 3.30 50 5310 0 68 121 79 2.40 50 0 0 49 I
| |
| 123 (D) NEWBRID6EROAD
| |
| !!9140.1025 547 0 3 910120.2015 0 0 9
| |
| - - L 0 0 L
| |
| (SB)i - - (EB)T I
| |
| R R 0 0 201 (D) OLDCOUNTRYROAD 5791.5050 1725 0 31 103 45 2.30 35 1094 0 54 810 73 3.30 50 1934 0 68 202 45 1.10 35 0 0 26 I L (SB)T R 150 0
| |
| 0 0
| |
| 0 0
| |
| (WB)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0 (NB)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0 (EB)T L
| |
| R 0
| |
| 0 0
| |
| 0 0
| |
| 0
| |
| | |
| I 4/!/1987 CARS RegerCreightonAssociatesInterparated PASE 4 SA4NETWORKLISTINS A-N0DE(TYPE) LOCATION I -
| |
| NORTH--- --
| |
| 3ST-- - - - - -
| |
| SOUTH N00E Li DIST SP VOLUME T/0 COST N0DE LT DIST SP VOLUME T/D COST NOCE Li DIST SP VOLUME T/0 COST N00E LT DIST SP VOLUME T/D C VES T-----------
| |
| 202 (D) OLDCOUNTRYROAD 6431.7025 781 0 50 201 45 1.10 35 925 0 26 203450.4035 0 0 9 L 234 0 L L 259 0 (SB)T - -
| |
| (WB)T 601 0 (EB)T 620 0 R 180 0 R 139 0 R - -
| |
| 203 (D) OLDCOUNTRYROAD I 202450.4035 925 0 9 301 14 0.20 25 0 0 6 204 45 0.10 35 0 0 2 ;
| |
| L 0 0 L 0 0 L (WB)T 0 0 (NB)T - -
| |
| (EB)T 0 0 R - -
| |
| R 0 0 R 0 0 I 204 (D) OLDCOUNTRYROAD 203450.1035 925 0 2 901 12 0.30 15 0 0 14 205 45 0.20 35 0 0 5 I
| |
| L 0 0 L 0 0 L (WB)T 0 0 (NB)T - -
| |
| (EB)T 0 0 R - -
| |
| R 0 0 R 0 0 I 205 (D)' OLOCOUNTRYROAD 204450.2035 L
| |
| 925 0
| |
| 0 0
| |
| 5 901 12 0.20 0 L
| |
| 0 0
| |
| 0 0
| |
| 9 206 45 0.30 35 L
| |
| 925 0
| |
| 7 (EB)T I
| |
| (WB)T 0 0 (NB)T -
| |
| 0 0 R - -
| |
| R 0 0 R 0 0 206 (D) OLDCOUNTRYRD.
| |
| I 7411.5025 1378 L 179 (SB)i 1116 0 44 205 45 0.30 35 0
| |
| 0 L 139 (WB) T 0
| |
| 0 0
| |
| 7 303 45 1.20 35 L
| |
| (NB)T 523 781 0 28 0
| |
| l 86 0 I
| |
| R R 65 0 R 221 (S) SAGilK05STPRKWY 102733.9050 1869 0 80 !!2 79 5.90 50 2305 0 121 114 79 1.00 50 0 0 20 I 231 (D) ROUTE 135 810731.0050 0 0 20 !!5 39 0.70 35 656 0 17 116 79 1.00 50 1897 0 20 303 39 3.30 35 0 0 78 lE L 0 0 L 0 0 L 0 0 L 0 0 lg l
| |
| (SB)T R
| |
| 0 0
| |
| 0 0
| |
| (WB)i R
| |
| 0 0
| |
| 0 0
| |
| (NB)T R
| |
| 0 0
| |
| 0 0
| |
| (EB)T R
| |
| 0 0
| |
| 0 0
| |
| I 301 (D) NEWSOUTHROAD 203140.2025 L
| |
| 172 0
| |
| 6 302140.1025 L
| |
| 0 0
| |
| 0 0
| |
| J 901 12 0.20 0 L
| |
| 0 0
| |
| 0 0
| |
| (SB)T 0 0 ()(B) T 0 0 (EB)T -
| |
| R 0 0 R R 0 0 302 (D) NEWSOUTHROAD I 301140.1025 L
| |
| (SB)T 172 0
| |
| 0 0
| |
| 3 303140.8025 (N!)i L 0 0
| |
| 0 0 24 901 12 0.30 15 0
| |
| 0 L
| |
| (EB)T 0
| |
| 0 0
| |
| 0 0 0 I
| |
| R 0 0 R R l
| |
| l
| |
| | |
| I 4/i/1987 CARS RogerCreightenAssociatesIncorporated PASE 5 SA4WETWORhLISTIN5 A-N0DE(TYPE) LOCATION
| |
| ..gggig.. . . gAgi . .
| |
| 50UTH WES T----------
| |
| NODE LT DIST SP VOLUP.E T/D COST N00E LT DIST SP VOLUP.E T/0 COST N00E LT DIST SP VOLUME T/D COST N00E LT D I 303 (D) ROUTE 107 302140.8025 L
| |
| 172 0 24 231393.3035 L
| |
| 781 0
| |
| 0 78 206 45 1.20 35 0 L 0
| |
| 0 0 28 0
| |
| (SB)T 0 0 (NB)T 0 0 (EB)T I 310 R
| |
| (S) ROUTE 25A 0 0 R - - R 0 0 4016110.8035 644 0 255 2613.5035 1141 0 83 320 61 2.00 35 0 0 47 315 67 1.40 35 0 0 33 315 (S) RT25AATRT25 7504616.4040 0 362 310 67 1.40 35 1141 0 33 12673.7035 0 0 87 I
| |
| 0 320 (S) ROUTE 25 310612.0035 603 0 47 2703.9050 1406 0 80 3703.2050 0 0 66 I 390 (S) ROUTE 25/ ROUTE 347 401613.0035 0 0 71 1703.3050 !!22 0 68 524 61 5.70 35 0 0 135 2703.3050 0 0 68 I ..
| |
| 401 (S) ROUTE 25A 511615.2035 0 0 123 533 61 12.70 35 0 0 300 310 61 10.80 35 0 0 255 390 61 3.00 35 0 0 71 I 402 (S) ROUTE 495 525614.3035 0 0 102 405 79 1.40 50 1509 0 29 513 61 5.50 35 0 0 130 102 79 13.60 50 0 0 278 403 (S) ROUTE 27 5086113.6035 0 0 321 420 70 3.50 50 994 0 72 526 61 7.20 35 0 0 170 !!2 70 8.80 50 0 0 !60 405 (S) ROUTE 495 535612.7035 0 0 64 101 79 3.10 50 1509 0 63 402791.4050 0 0 29 420 (S) ROUTE 27 536613.6035 0 0 85 111 70 6.00 50 791 0 123 403703.5050 0 0 72 I 501 (D) ROUTE 495 770201.3025 961 0 38 830 79 1.00 50 6076 0 20 502 43 0.10 25 0 0 3 I L 193 - -
| |
| L 0 0 L (SB)T 665 0 (WS)T - -
| |
| (NB)T 495 0 R
| |
| R 231 0 R 0 i
| |
| 502 (D) WILLISAVE 501430.1025 891 0 3 505 26 0.10 0 0 0 3 503 43 0.10 25 0 0 3 L 241 0 L 0 0 L (NB)T 501 I (SB)T 650 0 (WB)T - -
| |
| 0 R - - R 0 0 R 156 0 i
| |
| 503 (D) WILLISAVE I 502430.1025 (SB)T L
| |
| 891 0
| |
| 0 0
| |
| 0 0
| |
| 3 902 12 0.10 0 (WB)T L
| |
| 0 0
| |
| 0 0
| |
| 5 504 43 0.10 25 L
| |
| (NB)T 891 0
| |
| 0 0
| |
| 3 R - -
| |
| R 0 0 R 0 0 l 3 lg _ . - . - - - . . . . . . .
| |
| l I
| |
| | |
| l I 4/t/1987 Regee treightea Assneiates Intermated 8ARS PAEE 6 A-h0DE(iYPE) LOCATION I ---------N0liH -- --
| |
| ---EAST--------- ---------50VIH-~
| |
| N0DE Li DIST SP VOLUME TID COST N00E Li DIST SP VOLUME il0 COST N0DE Li DIST SP VOLUME T/0 COST NDDE Li DIST SP VOL
| |
| -- ---------WEST--
| |
| I 504 (D) WILLIS A'E 503430.1025 0 0 3 730 79 2.70 50 5252 0 55 L 0 0 L (SB)T - -
| |
| (WB)T R - -
| |
| R 0 0 505 (D) ACCESSROAD 830 18 0.10 0 5 902 18 0.10 15 0 0 5 502 26 0.10 25 0 0 I
| |
| 0 0 L 0 0 L 0 0 L (NB)T - -
| |
| (EE)T C 0 !
| |
| ~
| |
| (WS)T 0 0 R - -
| |
| R 0 0 R 0 0 I 506 (L) F1 LIE 515614.9035 0 0 !!6 507 (L) F2 LIE 525616.2035 0 0 147 I 505 (L)' F2 ROUTE 27 4036113.6035 0 0 321 (L) F3 I
| |
| 509 512610.5035 0 0 12 510 (L) F4 ROUTE 347 I .
| |
| 511 i614,3035 (L) F5RI.347 0 0 102
| |
| (
| |
| (
| |
| 401615.2035 0 0 123 I 512 (L) F525A 509610.5035 0 0 12 524613.8035 0 0 90 l
| |
| I 513 (L) 6 LIE 519611.5035 0 0 35 402615.5035 0 0 130 I 514 (L) 6 ROUTE 27 526616.2035 0 0 147 I 515 (L) HLIE 506614.9035 0 0 116 100611.0035 0 0 24 516 (L) HROVIE27 532613.2035 0 0 76 til619.3035 0 0 220 517 (L) 1 LIE 0 59 I 518 (L) JLIE 70612.5035 0 0 132 72615.6035 0
| |
| | |
| I 4/1/1987 CARS RogerCreightenAsscciatesIncorporated PASE 7 SA4NETWDEhLISilNG A-N0DE(TYPE) LOCATION
| |
| ----------N0 X TH------- ----------EAST - --------SOUT H-------- ----------WEST--- --
| |
| N0DE LT DIST SP VOLUME TID COST N0DE LT DIST SP VOLUME TID COST N00E LT DIST SP VOLUME T/D COST N0DE LT DIST SP I 519 (L) K1 LIE 513611.5035 0 0 35 I 520 (L) K1 ROUTE 25
| |
| !!613.6035 0 0 85 521 (L) K2R0 VIE 25 11613.6035 0 0 15 522 (U K3 ROUTE 347 .
| |
| i612.3035 0 54 I
| |
| 0 523 (L) K4 ROUTE 25 11616.1035 0 0 144 I
| |
| 524 (U K5 512613.8035 0 0 90 390615.7035 0 0 135 I 525 (L)' LLIE 507616.2035 0 0 147 402614.3035 0
| |
| 0 102 I 526 (LI LROUTE27 514616.2035 0 0 147 403617.2035 0 0 170 (U RLIE I
| |
| 527 601618.6035 0 0 203 100610.5035 0 0 12 528 (U MROUTE27 530611.5035 0 0 35 !!!611.4035 0 0 33 529 (U NROUTE27 111612.6035 0 61 I
| |
| 0 530 (U 0 ROUTE 27 537614.9035 0 0 116 528611.5035 0 0 35 I 531 (L) PLIE 72612.7035 0 0 64 516613.2035 0 0 76 i
| |
| 5 533 (U PROUTE27 0 300 5 4016112.7035 0 534 (L) GROUTE347 f
| |
| l 1611.0035 0 0 24 535 (U RLIE 0 64 I 405612.7035 0
| |
| | |
| e m4/1/1987 8ARS PAST 8 RogerCreightsnAssociatesincorpcrated SA4NETWORKLISTING t.-NDDE(iYPE) LOCATION I NO RTH-------- ------ EAST- - - - - - - - SOUTH WEST------
| |
| N00E LT DIST SP VOLUME T/D COST N0DE LT DIST SP VOLUME T/D COST N00E LT DIST SP VOLUME T/D COST N00E LT CIST SP VOLUME T/D CO l
| |
| I 536 (L) RROUTE27 420613.6035 0 0 85 I 537 (LI SROUTE27 530614.9035 0 0 116 601 (L) ALIE I 602 (L) BLIE ~
| |
| 527618.6035 0 0 203 l un 1016110.5035 0 0 248 1
| |
| )
| |
| 603 (L) CLIE 69615.7035 0 0 135 604 (L) 0 LIE 69616.5035 0 0 154
| |
| ,I 605 (L)' ELIE 71617.1035 0 168 0
| |
| I 700 (S) ROUTE 25N/SLINETORT135 12459.1035 2057 0 215 710452.6035 0 0 61 I
| |
| 710 (S) RT25-RT135 TORT 107 700452.6035 1741 0 61 105 73 1.20 50 0 0 25 720 45 2.80 35 0 0 66 720 (S) RT25-RT107TOMEAt0WSR00K 710452.8035 1766 0 66 107 45 0.50 35 0 0 12 730 45 5.30 35 0 0 125
| |
| ,I 730 (S) MEADOWBROOKATRT25 0 55 720 45 5.30 35 1845 0 125 77791.0050 4752 0 20 820 73 3.90 50 2541 0 80 I
| |
| 504792.7050 0 750 (S) RT25ANASS/SUFFCOLINE 3154616.4040 823 0 362 760463.9040 0 0 86 I 760 (S) RT25A-106TOWILLISAVE 750453.9040 632 0 86 770467.7040 0 0 170 I ~/?0 (S) RT25AATWILLISAVE 760467.7040 1011 0 170 501 20 1.?
| |
| .. .. _ ~
| |
| 0 38 I .
| |
| 780 (S) SUNRISEATRT109 113734.7050 1801 0 96 118 56 8.90 30 0 0 232 790 45 2.80 35 0 0 66 (S) 50SiPKWYATRT109 I
| |
| 790
| |
| !!4796.4950 3558 0 133 780 45 2.80 35 1300 0 66 115 79 4.31 50 0 0 88 800 45 3.00 35 0 0 71 800 (S) RT109AtRT24 I 790453.0035 978 0 71 810451.4035 0 0 33 I '
| |
| 1 . _ - -
| |
| | |
| I 4/1/1987 CARS PA5 9 Re;ttCreightonAssociateslocarporated i
| |
| I A-NODE (iYPE) LOCATION SA4NETWORKLISilNS ,
| |
| (
| |
| --------N C R I M---- --------E AS T - -
| |
| SOUTH -------WES T----------
| |
| N00E LT DIST SP VOLUME TIO COST N3DE LT DIST SP VOLUME T/0 COST NCDE LT DIST SP VOLUME T/0 COST N0DE LT DIST SP VOLUME TID COST l I 810 (S) RI135ATMEADOWER00K 201 73 3.30 50 0 0 68 800 45 1.40 35 1646 0 33 231 73 1.00 50 1428 0 20 820 45 5.90 35 0 0 139 l
| |
| I 820 (S) CENTERSiPKWYTORT24 730733.9050 0 0 80 810 45 5.90 35 1899 0 139 122 73 3.00 50 2413 0 61 830 (S) DUMf 107794.9350 4623 0 100 505 18 0.10 15 0 0 501791.0050 0 0 20 901 (L) HICKSVILLE 204120.3015 0 1( 301 12 0.20 15 302 12 0.30 0 0 0 205120.2015 0 0 I
| |
| 0 0 0 902 (LJ ROSLYN 505180.1015 0 0 5 503120.1015 0 0 I 910 (L) 120120.1015 a
| |
| B*LEMORE 0 0 5 123 12 0.20 15 0 0 9 I 3A4 NETWORK FILE CONTAINS 178 NCDES 40LOADN00ES 30DETAILN3ES TYPE # LINKS MILES VMT 12 14 2.80 0.00 I 14 18 20 8
| |
| 4 2
| |
| 2 40 0 40 2.60 243.90 1249.30 0 00 26 2 0 20 0.00 I 39
| |
| #3 45 4
| |
| 10 34 8 00 7 00 78 60 3036 50 3662 00 63629 70 I 46 49 56 6
| |
| 2 8
| |
| 56.00 0 40 23.60 23746.70 355 00 34964.70 61 84 409.20 19873 10 I 67 70 73 4
| |
| 16 30 10.20 68 60 4143.00 48897.80 87.00 125108.60 79 60 182 60 287391 81 l 288 939.60 616302 11 l
| |
| CENTER-LINE f11LES = 469 80 I
| |
| I
| |
| | |
| I I
| |
| Discussion of Capacity Values The capacity values are specified in CARS by the link-type designation in the network file. A copy of the link types and their associated capacities is attached.
| |
| Capacity for roadways is dependent primarily on the roadway type and the number of lanes. For expressways, a basic capacity of 2000 per lane is used in the HCM. This capacity is reduced by lane width, truck proportions, shoulder width and grades. For analysis purposes in CARS, the maximum capacity of 2,000 per lane is used. Thus, the V/C on freeway links that are shown in the CARS output are based on I a capacity of 2,000 per lane times the number of lanes. A refined capacity was calculated for the Long Island Expressway because of the high proportion of trucks on this facility. From Table 3.12 of the HCM, the per-lane capacity on level terrain with 10 percent trucks I is 1,850 vehicles. Using this value for the LIE resulted in a capacity of 5,550. This value was used when computing final V/C ratios on the Arterial and local street capacity is usually controlled by the characteristics of intersections rather than the links themselves. A maximum value of 1800 passenger cars per lane, per hour of green is I reduced by a number of factors including the proportion of green times, impact of turning movements, truck and bus percentages, parking and lane widths, grades and area type, and lane utilization. Assuming a 50 percent I green ratio,11' lane widths, and a two-lane roadway results in a value of 830 per lane. This was rounded to 800 for urban arterials. For urban collectors, a lower green ratio plus 10' lanes, and turning move-I ments resulted in a lower per-lane value of 600. For the Sunrise Highway in the Shoreham analysis, capacity values were increased by one-third to account for the high design standards on this roadway including turning lanes at intersections.
| |
| I I
| |
| 4/1/87 I
| |
| I I
| |
| | |
| 9 APPENDIX A I _____________________________________________________________________
| |
| CLASS TYPE ONE-UAY CAPACITY LANES POSTED SPEED LINK TYPE URBAN TYPE I 600 2 20 12 COLLECTOR 25 13 I 30 35 40 14 15 16 45 17 1200 4 20 18 25 19 I .
| |
| 30 35 40 20 21 22 45 23 1800 6 20 24 25 25 I 30 35 26 27 40 28 I 2400 8 45 20 29 30 25 31 30 32 35 33 40 34 I 45 35 36 URBAN TYPE II 800 2 25 I ARTERIAL 30 35 40 37 38 39 45 40 1600 4 25 42 30 43 35 44 40 45 l 45 46 I
| |
| E 2400 6 25 48 30 49 35 50 l
| |
| I 40 45 51 52 t
| |
| 3200 8 25 54 30 55 35 56
| |
| ! 40 57 1 45 58
| |
| ,I
| |
| | |
| i APPEND 1X A (Continued)
| |
| CLASS TYPE ONE-UAY LANES PGSTED LINK TYPE CAPACITY SPEED I RURAL HIGHUAY - 1400 2 35 60 40 61 45 62 50 63 55 64 60 65
| |
| - 3600 4 35 66 40 67 I 45 50 55 68 69 70 60 71 EXPRESSUAY 4000 4 50 72 55 73 I 60 65 74 75 70 76 6000 6 50 78 55 79 I 60 65 70 80 81 82 8000 8 50 84 55 85 60 86 65 87 70 88 I
| |
| I I
| |
| I
| |
| | |
| I I
| |
| I I
| |
| I I "*"1'1' ''
| |
| I
| |
| ;I I
| |
| l I
| |
| I I
| |
| l I
| |
| | |
| hw L.
| |
| /
| |
| /
| |
| ./'
| |
| ...e pd
| |
| * [*
| |
| ,a k
| |
| .- k 7.,
| |
| ,..J:
| |
| / \
| |
| ~.~
| |
| ,/ \
| |
| , f, ,e f ,,;
| |
| )
| |
| \ {. .\l
| |
| , /
| |
| ~ -
| |
| ./ l('\ s,n. f ' /,
| |
| ... o '
| |
| ~ \
| |
| y\ / s' i ,. - &; s /
| |
| \.:' > '~ is.M 1
| |
| y \
| |
| // . T :.; /_ ~~' ,/ '~ ...(:
| |
| ' \
| |
| /
| |
| /
| |
| < *r ' ',c \ Q
| |
| : w. 'l,. ?:?!. , qf } . i''{f
| |
| /
| |
| ? ] ".a .;
| |
| I c' r s.\ '\ p,
| |
| * fuz;; .?s'l~ m C ys *-
| |
| i ,e cw:, ./ Y eurn il "- s\ _ ..
| |
| '' 8 D hV U
| |
| k
| |
| \ e ma_
| |
| \
| |
| x
| |
| . ,r. s._3_#'
| |
| f, s m.L'J .- 2:
| |
| f,-d m\,,\
| |
| 9 52-M y.,
| |
| U. NT.b~/l'~
| |
| r 0
| |
| E:3
| |
| -l 6
| |
| h 's
| |
| 'l/ i 1
| |
| 9
| |
| ":9 1 \p9 .. L'i i, M,, s\.#
| |
| \
| |
| : e. i 5
| |
| .u- Er ~ }.,
| |
| #'" p3 $
| |
| /
| |
| ./~W\ q 5
| |
| [!
| |
| l I
| |
| Dq;; ) ,' le s
| |
| I>%;;- em -
| |
| 'f I
| |
| 2 t
| |
| I "TPMFIC LK
| |
| /
| |
| \ F~
| |
| t
| |
| : f. ~\ l am
| |
| / . . . ,
| |
| _ g M leemme genase.
| |
| : g. . . - . .
| |
| . 8P3 Se ete e
| |
| p 6I
| |
| {
| |
| L.
| |
| f
| |
| & eumL#
| |
| | |
| e_ _
| |
| I"
| |
| ?!xhloi.t 3 3
| |
| , y e
| |
| i t
| |
| I
| |
| ...<~~
| |
| s__,..
| |
| x..-~~....--~~..__...g.7-..~~-,_s
| |
| --- ''~~44 ''
| |
| s.....
| |
| p f
| |
| b
| |
| *\
| |
| Y
| |
| ',?Y. , .r? ,-
| |
| py
| |
| - ~
| |
| s$';
| |
| 9' f _
| |
| . us. 7 8 1 p .>
| |
| fdM>- 'b
| |
| ; g r
| |
| Q, p.,
| |
| l l
| |
| lES G1 W:G ISLN:D ,
| |
| by om TI APERTURE CARD W
| |
| Also Avalfable On
| |
| ' Aperture Card -
| |
| I L
| |
| ggouso337 os
| |
| . . _ . ~ . . _ . _ . . , . _._..-__,_,_,,-_--......-__,.._.,__m....,_-..-_.._,
| |
| | |
| I
| |
| ,i I
| |
| I I
| |
| : I i
| |
| Exhibit 12 I
| |
| I i
| |
| 1 I
| |
| 4 I I
| |
| )
| |
| I lI f
| |
| !I i
| |
| 1
| |
| -,- - w.->, ,rn--,,,r-,, -
| |
| -,.a - _,-,. w an ,- ,-__ _ ,,, , - - , - - - - - -
| |
| | |
| m m M M M M M M Exhibit 12 Percentage of Traf fic By Time Period Continuous Counterg and LIE i
| |
| 7 A.M. - 7 P.M. 7 P.M. - 7 A.M. 12 A.M. - 12 P.M. Max 12 HRS Sta. Data High High High High No. Base AADT Volume 1 Ave. Hour Volume 1 Ave. Bour Volume Z Ave. Hour Time Volume 1 Ave. Hour 0341 ES Yr. 28,340 22,445 79.1 1870 2239 5.895 20.8 491 1417 18,988 66.7 1582 2239 8A-8P 22,587 79.1 1870 2239 0342 85 Yr. 39,460 29,003 73.5 2417 3078 10,457 26.5 871 1933 25,372 64.3 2114 3078 7A-7P 29,003 73.5 2417 3078 0731 85 Yr. 19,169 14,472 75.4 1206 1418 4,697 24.6 391 901 12.459 65.0 1038 1418 8A-8P 14,568 76.0 1214 1418 0743 85 Yr. 37,386 28,854 77.2 2405 2916 8,542 22.8 710 1682 24,560 65.7 2050 2916 7A-7P 28,854 77.2 2405 2916 0799 85 Yr. 21.150 16,137 76.3 1345 1692 5,013 23.7 418 782 12,563 59.4 1047 1692 6A-6P 16,349 77.3 1362 1692 LIE
| |
| * 3/18-22/ 56,300 39,013 69.3 3251 4459 17,748 20.7 1442 4752 29,830 53.0 2486 4135 5A-5P 41,561 73.8 3463 4725 1986 Locations 0341 Continuous Counter on Route 25A, 0.3 miles west of Route 101
| |
| . 0342 Continuous Counter on Route 27, 2.9 miles went of Meadowbrook Parkway 0731 Continuous Counter on Route 112, 2.5 miles south of Route 25 0743 continuous Counter on Route 110, 0.3 miles south of Northern State Parkway 0799 Continuous Counter on Route 27 Shinnecock Canal LIE Speed Monitor, 1495, between Exits 65-66 0741 Station Inoperative
| |
| | |
| "^^'----s_- m .___
| |
| E i
| |
| j 1
| |
| lI I
| |
| I lI 4
| |
| I Exhibit 13
| |
| ;I 4
| |
| 1 l
| |
| :I
| |
| , l
| |
| __ __.__-- __ __.._ _ _ _-_..___ _ _ ~___ _ _ _ _ _ . _
| |
| | |
| (
| |
| i EXHIBIT 13 LILCO Evacuation Scenarios and l DOT Scenarios Tested Using l CARS Methodology Percent of % of Non-EPZ % Remaining EPZ Residents Residents that EPZ Residents I Scenario Backaround that Evacuate (To Sites)
| |
| Evacuate (Not to Site) that Evacuate (Not to Site) Routes Used
| |
| " Plan" KLD-201A 100 30 -- --
| |
| KLD-201B 100 20 -- --
| |
| " Plan" KLD 192-Case 1 100 40 -- --
| |
| " Plan" KLD 192-Case 2 50 80 -- --
| |
| " Plan" KLD 192-Case 3 50 100 -- --
| |
| " Plan" KLD 192-Case 4 100 100 -- --
| |
| " Plan" DOT Scenarios Tested:
| |
| DOT 1 50* 30 0 0 " Plan" DOT 1A 50* 30 26 26 " Plan" DOT 2 100* 100 0 0 " Plan" DOT 3 100* 100 0 0 Minimum Path DOT 4 100* 50 50 50 " Plan DOT 5 150* 50 50 50 " Plan" DOT 5A 150* 62 57 56 " Plan" DOT 5B 170* 62 57 56 " Plan" l
| |
| Background traffic calculated using the 75% AADT method described in the text.
| |
| | |
| 1 il
| |
| :I i
| |
| I Exhibit 14 1 1
| |
| i I
| |
| l
| |
| !I l
| |
| I J
| |
| I 1
| |
| ]
| |
| :l 4
| |
| i i
| |
| . . ~ _ - . . . _ , . _ - - - . __ _ _ _ _ _ _ . _ _ _ _ _ _ _ _ - , , - -
| |
| | |
| Exhibit 14 ASSIGNMEhT 1 EPZ Trips: 30 % of all trips from the EPZ = 17521 trips. 1 Routings: Assigned by LILCO Background Traffic: 50 % on all links.
| |
| Other Evacuating Traffic: None I -
| |
| I I
| |
| I I
| |
| I I
| |
| I 1
| |
| I I t I
| |
| I
| |
| | |
| I 3/28/1987 CAIS PAGE 1 lagerEreighlasAsisciatesincorpsrated I LINKREPORT AETWCIK: sat TRIPTABLES: At:SHTXIP30 VCL'#E5 -- -
| |
| -SPEED- -COST-
| |
| } LINK 1 t-)510 EKGRND -At- -A2- -A3- -A4- TOTAL V/C CLD NEW VEM. TOTAL 0 0 0.00 35 35 102 0 510-) 1 0 44 44 0.03 35 35 102 4488 0 44 44 204 4488 1-)522 0 0 0.00 35 35 54 0 522-) 1 0 72 72 0.05 35 35 54 3888 0 72 72 108 3888 t-)534 0 0 0.00 35 35 24 0 534-) 1 I
| |
| 0 32 32 0.02 35 35 24 768 0 32 32 48 768 t-)390 561 til 709 0.20 50 50 68 48212 I 390-) 1 561 0
| |
| til 709 0 0.00 50 50 68 136 48212 0
| |
| I 2-)390 390-) 2 733 733 0
| |
| 252 252 0 0.00 50 50 985 0.27 50 50 985 68 68 66980 136 66980 0
| |
| 2-) 11 0 0 0.00 35 35 170 1 !!-) 2 536 159 695 0.50 35 35 170 !!8150 0
| |
| 534 159 695 340 118150
| |
| ) 2-) 320 703 274 977 0.27 50 50 60 78160 320-) 2 0 0 0.00 50 50 80 0 703 274 977 160 78160 2-)310 570 137 707 0.50 35 35 83 5!681 310-) 2 0 0 0.00 35 35 83 0 570 137 707 18.3 58681 3-)320 0 0 0.00 50 50 66 0 320-) 3 881 337 1218 0.34 50 50 66 80388 181 337 1218 132 80388 3-) 4 603 337 940 0.26 52 52 44 43240 .
| |
| 4-) 3 0 0 0.00 50 50 47 0 603 337 940 93 43240 4-) 12 0 0 0.00 50 50 43 0 g 12-) 4 600 137 737 0.18 50 50 43 31691 3 600 137 737 84 31691 4-)102 664 25 8 922 0.23 50 10 20 18440 I 102-) 4 664 0
| |
| 258 922 0 0.00 50 50 20 40 18440 0
| |
| 4-)104 984 216 1200 0.30 50 10 231 277200 104-) 4 0 0 0.00 50 50 231 0 i 984 216 1200 462 277200 1
| |
| : l
| |
| , 5-)105 0 0 0.00 50 50 6 0 l i 105-) 5 748 102 850 0.14 50 50 6 5100 ;
| |
| i '
| |
| 748 102 850 12 5100 ,
| |
| . l
| |
| | |
| 3/28/1987 CAIS PAGE a legerCreightsaAssociatesIncerterated LINKREPORT NETW0th:SA! TRIPTA8LIS: AtGillP30
| |
| / VOLL',".ES
| |
| -SPEED- -CCST-E LINK BASRND -At- -A2-- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 5-)104 0 0 0.00 50 50 16 0 I 104-) 5 1027 1027 265 265 1292 0.32 50 50 1292 16 20672 32 20672 5-)201 863 102 965 0.16 50 50 31 29915 I 201-) 5 0 863 102 0 0.00 50 50 965 31 62 29915 0
| |
| 5-) 6 1119 265 1384 0.35 50 50 18 24912 I' 6-) 5 0 1119 265 0 0.00 50 50 1384 18 36 24912 0
| |
| ~
| |
| I 6-)106 0 0 0.00 35 35 7 0 106-) 6 305 305 0.19 35 35 7 2135 305 305 14 2135 I 6-)202 202-) 6 391 0
| |
| 391 46 46 437 0.27 25 25 0 0.00 25 25 50 21850 50 0 437 100 21850 6-) 7 986 219 1205 0.30 50 50 37 44585 7-) 6 0 0 0.00 50 50 37 0 986 219 1205 74 44585 7-)107 0 0 0.00 25 25 6 0 107-) 7 818 63 951 0.40 25 25 6 5706 888 63 951 12 5706 7-)204 689 169 858 0.54 25 25 44 37752 206-) 7 0 0 0.00 25 25 44 0 689 169 858 88 37752 7-) 77 1284 !!3 1397 0.35 50 50 82 !!4554 g 77-) 7 0 0 0.00 50 50 82 0 g 1284 !!3 1397 164 !!4554 11-)521 0 0 0.00 35 35 85 0 !
| |
| I 521-)
| |
| 11 0 0
| |
| 66 66 0.05 35 35 66 85 170 5610 5610 1
| |
| I 11-)520 520-) 11 0
| |
| 0 0
| |
| 71 71 0 0.00 35 35 71 0.05 35 35 71 85 85 170 0
| |
| 6035 6035 1
| |
| i 11-)523 523-) ti 0
| |
| 0 0
| |
| 22 22 0 0.00 35 35 144 22 0.02 35 35 144 22 288 0
| |
| 3165 3168 12-)315 0 0 0.00 35 35 87 0 315-) 12 344 137 481 0.13 35 35 87 41847 344 137 481 174 41847 12-)700 648 648 0.40 35 35 215 139320 700-) 12 1297 1297 0.81 35 35 215 278855 1945 1945 430 418175
| |
| | |
| E 3/28/1967 CARS PA6E 3 RegerCreightenAssociateslacernrated LINKREPORT NETWORK: sat IIIPTABLES: At=SHIRIP30 I (
| |
| LINK 69-)603 VOLUP.ES -SPEED- -COST-BK6RND -A1- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 0 0 0.00 35 35 135 0 I
| |
| 603-) 69 0 43 43 0.03 35 35 135 5805 0 43 43 270 5805 69-) 70 0 0 0.00 50 50 25 0 70-) 69 452 168 620 0.10 50 50 25 15500 0 . 11 I 452 168 620 50 15500 69-)604 0 0 0.00 35 35 154 0 604-) 69 0 5 5 0.00 35 35 154 770 0 5 5 308 770 I 69-)100 100-) 69 452 0
| |
| 452 216 216 668 0.11 50 50 0 0.00 50 50 668 80 53440 a.i:: -
| |
| 80 160 53440 0
| |
| I 70-)517 517-) 70 0
| |
| 0 0
| |
| 46 46 0 0.00 35 35 46 0.03 35 35 46 59 59 118 0
| |
| 2714 2714 70-) 71 0 0 0.00 50 50 84 0 71-) 70 227 122 349 0.06 50 50 84 29316 227 122 349 168 293!6 71-)605 0 0 0.00 35 35 168 0 605-) 71 0 39 39 0.03 35 35 168 6552 0 39 39 336 6552 71-) 72 0 0 0.00 50 50 25 0 72-) 71 109 83 192 0.03 50 50 25 4800 109 83 192 50 4800 72-)518 0 0 0.00 35 35 132 0 I 518-) 72 0 0
| |
| 53 53 53 0.04 35 35 132 53 264 6996 6996 72-)531 0 0 0.00 35 35 64 0 I 531-) 72 0 0
| |
| 30 30 30 0.02 35 35 30 64 128 1920 1920 77-)730 1483 !!3 1596 0.27 50 50 20 31920 1 730-) 77 0 1483 !!3 0 0.00 50 50 1596 20 40 31920 0
| |
| I 100-)527 527-)100 0
| |
| 0 0
| |
| 61 61 0 0.00 35 35 61 0.04 35 35 61 12 12 24 0
| |
| 732 732 100-)515 0 0 0.00 35 35 24 0
| |
| . 515-)100 0 91 91 0.06 35 35 24 2184
| |
| \ 0 91 91 48 2184 100-)101 645 368 1013 0.17 50 50 57 57741 0 'T to1-)100 0 0 0.00 50 50 57 0
| |
| . 645 368 1013 114 57741
| |
| | |
| 3/2!/1987 C4iS PAGE 4 i IsgerCreightonAssetiateslacarporated )
| |
| I ~LINKREPORT NETWOIK:SA! TRIPTA8LES: At SHIIIP30 I (
| |
| LINK 101-)602 VOLUMES 8K6RND -Al- -A2- -A3- -A4--
| |
| 0
| |
| -SPEED- -CDSi-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 248 0 602-)101 0 49 49 0.03 35 35 248 12152 0 49 49 496 12152 101-)405 755 417 !!72 0.20 50 50 63 73836 0.-t /
| |
| I 405-)101 0 755 417 1172 0 0.00 50 50 63 126 73836 0
| |
| 102-)402 0 0 0.00 50 50 278 0 I 402-)102 1700 1700 631 631
| |
| ~
| |
| 2331 0.39 50 50 278 648013 c.42 2331 556 (48018 I 102-)221 221-)102 934 934 0
| |
| 329 329 1263 0.32 50 50 1263 0 0.00 50 50 80 101040 80 160 101040 0
| |
| I 102-)t03 1830 103-)102 1830 0
| |
| 560 560 2390 0.40 50 50 182 434980 d.O 2390 0 0.00 50 50 182 364 434980 0
| |
| 103-)201 547 156 703 0.44 35 35 54 37962 201-)103 0 0 0.00 35 35 54 0 547 156 703 108 37962 103-)104 1747 404 2151 0.36 50 50 39 83889 a.34 104-)103 0 0 0.00 50 50 39 0 1747 404 2151 78 83889 104-)105 1845 355 2200 0.37 50 50 14 30800 o.40 105-)104 0 0 0.00 50 50 14 0 1845 355 2200 28 30800 105-)710 0 0 0.00 50 50 25 0 0 0.00 50 50 I
| |
| 710-)105 0 25 0 0 0 % 0 105-)106 1845 253 2098 0.35 50 50 16 33568 o,g I 106-)105 1845 0
| |
| 25 3 2098 0 0.00 50 50 16 32 33568 0
| |
| 106-)107 1845 2098 0.35 50 50 37 77626 y' y I
| |
| 253 107-)106 0 0 0.00 50 50 37 0 1845 253 2098 74 77626 I 107-)720 720-)107 0
| |
| 0 0
| |
| 0 0.00 35 35 0 0.00 35 35 0
| |
| 12 12 24 0
| |
| 0 0
| |
| I .'
| |
| 107-)830 1752 830-)107 1752 0
| |
| 190 190 1942 0.32 50 50 100 194200 o,3r 1942 0 0.00 50 50 100 200 194200 0
| |
| 111-)516 0 0 0.00 35 35 220 0 516-)til 0 46 46 0.03 35 35 220 10120 0 46 46 440 10120
| |
| | |
| 3/28/1987 CAI5 FA6E 5 tigreCrei6teaAssociateslacgrporated LINKREPORT NETWRK: sat ill? TABLES: At SHIRIP30
| |
| ( ---VOLUMES- -- -
| |
| -SPEED- -C!ST-1 LINK BX6RC -Al- -A2-- -A3- -A4-- TOTAL VIC OLD NEW VEH. TOTAL
| |
| !!!-)528 0 0 0.00 35 35 3 0 528-)ti1 0 124 124 0.09 35 35 33 4092 0 124 124 66 4092 111-)529 0 0 0.00 35 35 61 0 I 529-)ti1 0 0
| |
| 94 94 94 0.07 35 35 94 61 122 5734 5734 111-)420 395 264 659 0.18 50 50 123 81057 I 420-)!!l 395 0
| |
| 264 659 0 0.00 50 50 123 246 81057 0
| |
| I
| |
| * i12-)403 0 403-)i12 1036
| |
| * 366 1036 366 0 0.00 50 50 180 1402 0.39 50 50 180 252360 1402 360 252360 0
| |
| I !!2-)113 113-)112 605 605 0
| |
| 183 183 788 0.13 50 50 121 95348 788 0 0.00 50 50 121 242 95348 0
| |
| 112-)221 830 183 1013 0.17 50 50 121 122573 l 221-)i12 0 0 0.00 50 50 121 0 l 830 183 1013 242 122573 113-)114 0 183 183 0.05 50 50 12 2196 114-)i13 0 0 0.00 50 50 12 0 0 183 183 24 2196 i
| |
| 113-)780 720 720 0.18 50 50 96 69120 780-) 113 0 0 0.00 50 50 96 0 720 720 192 69120 ti4-)221 0 0 0.00 50 50 20 0 221-)114 1320 512 1832 0.31 50 50 20 36640 1 1320 512 1832 40 36640
| |
| !!4-)790 1456 695 2151 0.36 50 50 1D 286083 I 790-)114 1456 0
| |
| 695 2151 0 0.00 50 50 133 266 286083 0
| |
| .m 115-)231 328 146 474 0.59 35 D 17 6058
| |
| :g 231-)115 0 0 0.00 D 35 17 0 328 ur 474 34 3053 lE tis-)790 0 0 0.00 50 50 58 0 is 790-)115 1869 695 2564 0.43 50 50 88 225632 1869 695 2564 176 225632 115-)116 1869 541 2418 0.40 50 50 8 19344 116-)115 0 0 0.00 50 50 8 0 k 1869 549 2418 !& 19344 116-)231 948 126 1074 0.18 50 50 20 21480 231-)116 0 0 0.00 50 50 20 0 948 126 1074 40 21480 i
| |
| | |
| 3/28/1987 CARS PAGE 6 hgee teeiebten Asisciates Incorpseated I LINKREPORT NETWORK: sat IIIPTABLES: At:SHIRIP30
| |
| -SPEED- -CDST-I t VOLUP.ES LINK EXiRND -Al- -A2- -A3- -A4- TOTAL VIC OLD NEW El. TOTAL
| |
| !!6-)!!7 2058 423 2481 0.41 50 50 33 81873
| |
| !!7-)116 0 0 0.00 50 50 33 0 2058 423 2481 66 81873 117-)!!8 611 138 749 0.12 50 50 45 33705
| |
| !!8-)!!7 0 0 0.00 50 50 45 0 611 138 749 90 33705
| |
| !!7-)122 2009 285 2294 0.38 50 50 68 155992 I 122-)i!7 2009 0
| |
| 285
| |
| ~
| |
| 2294 0 0.00 50 50 68 136 155992 0
| |
| !!8-)780 0 0 0.00 30 30 222 0 l 780-)118 655 655 0.20 30 30 232 151960 655 655 464 151960
| |
| 'E !!!-)119 645 138 783 0.24 30 30 29 22707 g 119-)118 0 0 0.00 30 30 29 0 645 138 783 58 22707
| |
| .l 119-)123 273 138 411 0.68 25 25 3 1233 l5 123-)119 0 0 0.00 25 25 3 0 273 138 411 6 1233 119-)120 0 00.00'30 30 5 0 120-)119 0 0 0.00 30 30 5 0 0 0 10 0 120-)910 0 285 285 0.47 15 15 5 1425 910-)120 0 0 0.00 15 15 5 0 0 285 285 to 1425 120-)121 0 0 0.00 30 30 42 0 121-)120 645 285 930 0.29 30 30 42 39060 645 285 930 14 39060 121-)122 0 0 0.00 50 50 49 0 122-)121 1241 0.21 50 50 I
| |
| 956 285 49 60809 956 285 1241 98 60809 122-)820 1204 1206 0.30 50 50 at 73566 I 820-)122 2413 3419 2413 0.60 51 51 3619 61 147193 122 220759 123-)910 I 138 0.23 15 15 0 138 9 1242 910-)123 0 0 0.00 15 15 9 0 0 138 138 18 1242 4 g 201-)810 0 0 0.00 50 50 68 0 g \
| |
| 810-)201 967 126 1093 0.27 50 50 48 74324 967 126 1093 136 74324 l 201-)202 463 384 847 0.53 35 35 26 22022 202-)201 0 0 0.00 35 35 26 0 463 384 847 $2 22022 I
| |
| | |
| 3/28/198F CARS PA6E 7 tager Creights Asssciates lac m srated LINKREPORT NETiiORK: SA! TRIPTABLES: AtSHTIIP30 I LINK 202-)203 463 430 VOLT?IS BK6END -Al-- -A2-- -A3- -A4--
| |
| TOTAL V/C OLD NEW VEH. TOTAL 893 0.56 35 35
| |
| -SPEED- -COST-9 8037 a 203-)202 0 0 0.00 35 35 9 0 g 463 430 893 18 8037 203-)301 86 185 271 0.45 25 25 6 1626 I 301-)203 0 86 185 271 0 0.00 25 25 12 6 0 1626 203-)204 463 245 708 0.44 35 35 2 1416 204-)203 0 0 0.00 35 35 2 0 463 245 708 4 1416
| |
| 'g 204-)901 0 245 245 0.41 15 15 14 3430 3 901-)204 0 0 0.00 15 15 14 0 l 0 245 245 28 3430 I 204-)205 205-)204 463 463 0
| |
| 463 0.29 35 35 463 0 0.00 35 35 to 5
| |
| 5 2315 0
| |
| 2315 205-)901 0 315 315 0.52 15 15 9 2835 i 901-)205 0 0 0.00 - - -
| |
| 0 315 315 9 2835 205-)206 0 0 0.00 35 35 7 0 206-)205 463 315 778 0.49 35 35 7 5446 463 315 778 14 5446 206-)303 0 0 0.00 35 35 21 0 303-)206 391 146 537 0.34 35 35 28 15036 391 146 537 56 15036 231-)810 714 126 840 0.21 50 50 20 16800
| |
| 's 810-)231 0 0 0.00 50 50 20 0 g
| |
| ~
| |
| 714 126 840 40 16800 231-)303 391 146 537 0.67 35 35 78 41886 303-)231 0 0 0.00 35 35 78 0 391 146 537 156 41886 3 301-)302 86 86 0.14 25 25 3 258 g 302-)301 0 0 0.00 25 25 3 0 86 86 6 258
| |
| ;I 301-)901 901-)301 0
| |
| 0 185 185 0.31 15 15 0 0.00 - - -
| |
| 9 1665 0 185 185 9 1665 302-)303 46 86 0.14 25 25 24 2064 303-)302 0 0 0.00 25 25 24 0 46 86 48 2064 302-)901 0 0 0.00 - - - ----
| |
| 901-)302 0 0 0.00 15 15 14 0 0 0 14 0
| |
| | |
| 3/28/1987 CAiS RAGE i IngerCreights:AssociatesIncorporated LIE REPORT NETWORK: sat TilPTABLIS: At:SHillP30 I (
| |
| LIE 310-)401 V0 LEES-- -SPEED- -COST-BK6HD -Al- -A2- -A3- -A4- 70TAL VIC OLD NEW VEH. TOTAL 0 0 0.00 35 35 255 0 I
| |
| 401-)310 322 63 385 0.27 35 35 255 98175 322 63 385 510 98175 310-)320 302 63 365 0.26 35 35 47 17155 320-)310 0 0 0.00 35 35 47 0 I 302 63 365 94 17155 310-)315 707 0.20 35 35 D 23331 I
| |
| 570 137 315-)310 0 0 0.00 35 35 33 0 570 137 707 66 23331 I 315-)750 750-)315 369 369 0
| |
| 369 0.23 40 40 342 133578 369 0 0.00 40 40 362 724 133578 0
| |
| 390-)401 0 0 0.00 35 35 5 401-)390 0 0 0.00 35 35 71 71 0
| |
| 0 0 0 142 0 390-)524 0 0 0.00 35 35 135 0 .
| |
| 524-)390 0 104 104 0.07 35 35 135 14040 0 104 104 770 14040 401-)511 0 0 0.00 35 35 123 0 5t!-)401 0 31 31 0.02 35 35 123 3413 0 31 31 246 3813 401-)533 0 0 0.00 35 33 300 0 533-)401 0 32 32 0.02 35 35 300 9600 0 32 32 600 9600 402-)525 0 0 0.00 35 35 102 0 I 525-)402 402-)405 0
| |
| 0 0
| |
| 56 56 56 0.04 35 35 102 56 0 0.00 50 50 204 29 5712 5712 0
| |
| I 405-)402 755 755 448 448 1203 0.20 50 50 1203 29 34887 58 34887 0.21 I 0 0.00 35 35 130 402-)513 0 0 513-)402 0 127 127 0.09 35 35 130 16510 0 127 127 260 16510 -
| |
| I 403-)508 508-)403 0
| |
| 0 0
| |
| 28 28 0 0.00 35 35 321 28 0.02 35 35 D1 28 642 0
| |
| 8988 8988 I '
| |
| 403-)420 420-)403 497 497 0
| |
| 290 290 0 0.00 50 50 787 0.22 50 50 787 72 72 56664 144 56664 0
| |
| 403-)526 0 0 0.00 35 35 170 0 526-)403 0 48 48 0.03 35 35 170 8160 0 48 48 340 8160
| |
| | |
| I 3/28/1987 CATS FAGE 9 AsgerCreightenAssociatesIncertsrated LINKREPORT NETW'JRX: SA! TRIP TABLES i At=SHIRIP30 I <
| |
| LINK 405-)535 0 VOLUMES BKERND -Al- --A2- -A3- -A4--
| |
| -SPEED- -CEST-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 64 0 I 535-)405 0 0
| |
| 31 31 31 0.02 35 35 ~ 64 31 128 1984 1984 420-)536 0 0 0.00 35 35 85 0 534-)420 0 26 26 0.02 35 35 85 2210 I 0 26 26 170 2210 I 501-)770 770-)501 0
| |
| 438 438 0 0.00 25 25 438 0.36 25 25 438 38 38 16644 76 16644 0
| |
| I 501-)830 0 0 0.00 50 50 20 0 830-)501 2478 190 2668 0.44 50 50 20 53360 0 42 2478 190 2668 40 53360 501-)502 635 0.40 25 25 I 502-)501 445 0
| |
| 190 0 0.00 25 25 3
| |
| 3 1905 0
| |
| 445 190 635 & 1905 M2-) M5 0 190 190 0.!! 25 25 3 570
| |
| %5-)502 0 0 0.00 - - -
| |
| 0 190 190 3 570 502-)503 445 ~ 445 0.28 25 25 3 1335 503-)502 0 0 0.00 25 25 3 0 445 445 6 1335 503-)902 0 113 113 0.19 15 15 5 565 902-)503 C 0 0.00 - - -
| |
| 0 113 !!3 5 565 503-)504 0 0 0.00 25 25 3 0 504-)503 445 113 558 0.35 25 25 3 1674 l
| |
| 5 445 113 558 6 1674 l 504-)730 0 0 0.00 50 50 55 0 l 730-)504 1733 113 1846 0.31 50 50 55 101530 1733 113 1846 !!0 101530 l
| |
| E 505-)830 0 0 0.00 15 15 5 0 5 830-)505 0 0 0.00 - - -
| |
| 0 0 5 0 I 505-)902 902-)505 0
| |
| 0 0
| |
| 190 190 190 0.16 15 15 190 0 0.00 15 15 5
| |
| 5 10 950 950 0
| |
| 506-)515 0 28 28 0.02 35 35 116 3248 515-)506 0 0 0.00 35 35 !!6 0 0 28 28 232 3248 507-)525 0 27 27 0.02 35 35 147 3969 525-)507 0 0 0.00 35 35 147 0 I 0 27 27 294 3969
| |
| | |
| 3/28/1987 CAES iAGE19 RegerCreights: Associateslacorporated LIE REPORT NETVCRX: sat TRIPTA8LES: A1:SHIRIP30 I <
| |
| LIE 509-)512 0 46
| |
| \E?.ES BK6AND -Al- -A2-- -A3- -A4--
| |
| -SPEED- -CDST-TOTAL V/C OLD MEV VEH. TOTAL 46 0.03 35 35 12 552 0 0.00 35 35 I
| |
| 512-)509 0 12 0 0 46 46 24 552 512-)524 0 D 77 0.05 35 35 90 6930
| |
| ,3 524-)512 0 0 0.00 35 35 'O 0 3 0 U 77 180 6930 513-)519 0 0.00 35 35 I
| |
| 0 35 0 519-)513 0 71 71 0.05 35 35 35 2485 0 71 71 70 2485 I 514-)526 526-)514 0
| |
| 0 0
| |
| 18 18 18 0.01 35 35 147 0 0.00 35 35 147 18 294 2646 0
| |
| 2646 I 516-)532 532-)516 0
| |
| 0 0
| |
| 22 22 0 0.00 35 35 22 0.02 35 35 22 76 76 152 0
| |
| 1672 1672 527-)601 0 0 0.00 D 35 203 0 601-)527 0 50 50 0.04 35 35 203 10150 0 50 50 406 10150 528-)530 0 0 0.00 35 35 35 0 530-)528 0 74 74 0.05 35 35 35 2590 0 74 74 70 2590 530-)537 0 0 0.00 35 35 t16 0 537-)530 0 32 32 0.02 35 35 !!6 3712 0 32 32 232 3712 700-)710 491 491 0.31 35 35 61 29951 710-)700 0 0 0.00 35 35 61 , 0 I 491 491 122 29951 710-)720 503 503 0.31 35 35 66 33198 I 720-)710 503 0 0 0.00 35 35 503 66 132 33198 0
| |
| , 720-)730 542 542 0.34 D 35 125 6H50 730-)720 0 0 0.00 35 35 125 0 542 . 542 250 6U50 I 730-)820 820-)730 1270 1270 0 0 0.00 50 50 1270 0.32 33 53 1270 80 78 99060 158 99060 0
| |
| I .
| |
| \
| |
| 750-)760 760-)750 273 273 0
| |
| 273 0.17 40 40 273 0 0.00 40 40 86 23478 86 172 23478 0
| |
| 760-) U0 463 463 0.29 40 40 170 78710 U0-)760 0 0 0.00 40 40 170 0 463 863 340 78710
| |
| | |
| 3/28/1987 8ARS PAGE!!
| |
| legteCreightsaAssociatesIncseparated I LINKREPORT NETURK: sat TRIPTA!LES: AtSHTRIP30 I -SFEED- -COSI-
| |
| - VOLUMES --
| |
| LINK BX6RO -Al-- -A2- -A3-- -A4-- TOTAL V/C OLD NEil VEH. TOTAL 780-)790 650 650 0.41 35 35 66 42900 790-)780 0 0 0.00 35 35 66 0 650 650 132 42900 790-)800 449 489 0.31 35 35 71 34719 800-)790 0 0 0.00 35 35 71 0 489 489 142 34719 800-)810 511 511 0.32 35 35 33 16863 I 810-)800 0 511 5t!
| |
| 0 0.00 35 35 33 66 16863 0
| |
| 810-)820 638 638 0.40 35 35 139 88682 l
| |
| l I 820-)810 0 638 638 0 0.00 35 35 139 278 88682 0
| |
| I I
| |
| .I
| |
| 'I I
| |
| :I lI I
| |
| <I I
| |
| | |
| w -
| |
| u- - L a aax,
| |
| -- a - -,-,
| |
| I I
| |
| I
| |
| 'I I
| |
| .I r
| |
| I """ "
| |
| lI
| |
| .I 4
| |
| I il
| |
| !I
| |
| :I !
| |
| I I.
| |
| | |
| Exhibit 15 ASSIGNMENT 1A EPZ Trips: 30 % of all trips from the EPZ = 17521 trips.
| |
| I' Routings: Assigned by LILCO I Background Traffic: 50 % on all links.
| |
| Other Evacuating Traffic:
| |
| 26 % of non-EPZ Suffolk County Residents = 101791 26 % of EPZ not going to reception centers = 10629 Subtotal = 112420 Suffolk County Commuters to points west = 119118 Since net change is slightly less than zero, assume 100 %
| |
| of background traffic is on major Suffolk and Nassau County I links but that there is still 50 % on local Nassau County links.
| |
| I I
| |
| I
| |
| 'I
| |
| 'I I
| |
| I I
| |
| I I
| |
| I
| |
| | |
| E N28/1987 .CAI$
| |
| RegP Creightsa Asssciates inestistated FA6E i I LINKREPORT NETERK : SA!A 7tlPTABLES At=SH721F30 I -SPEED- -COST-
| |
| -VOLRES LINK BKERNO -Al- -A2-- -A3- -A4-- T07AL V/C OLD NEW VEH. total t-)510 0 0 0.00 35 35 102 0 510-) 1 0 44 44 0.03 35 35 102 4488 0 44 44 204 4488 t-)522 0 0 0.00 35 35 54 0 I 522-) 1 0 0
| |
| 72 72 72 0.05 35 35 72 54 108 3838 3888 1-)534 0 0 0.00 35 35 24 0 I 534-) 1 0 0
| |
| 32 32 32 0.02 35 35 32 24 48 768 768 t-)390 1122 I 390-) 1 1122 0
| |
| 148 148 12700.35'50 50 1270 0 0.00 50 50 68 86360 68 136 44360 0
| |
| I 2-)390 390-) 2 1466 1466 0
| |
| 252 252 0 0.00 50 50 1718 0.48 50 50 1718 68 68 !!6824 136 116824 0
| |
| I 2-) 11 11-) 2 1072 1072 0
| |
| 159 159 0 0.00 35 35 170 1231 0.88 35 35 170 209270 0
| |
| 1231 340 209270 2-)320 1406 274 1680 0.47 50 50 80 134400 320-) 2 0 0 0.00 50 50 80 0 I
| |
| 1406 274 1680 160 134400 2-)310 tt41 137 1278 0.91 35 35 83 106074 310-) 2 0 0 0.00 35 35 83 0 1141 137 1278 166 106074 3-)320 0 0 0.00 50 50 66 0 320-) 3 1763 3I7 2100 0.58 50 50 66 138600 1763 337 2!00 132 138600 3-) 4 l2'06 337 1543 0.43 50 50 47 72511 I 4-) 3 1206 0
| |
| 337 1543 0 0.00 50 50 47 94 72521 0
| |
| 4-) 12 0 0 0.00 50 50 43 0 12-) 4 1200 137 1337 0.33 50 50 43 57491
| |
| 'I l 1200 137 1337 46 57491 I 4-)102 1328 102-) 4 0 1328 258 258 1586 0.40 50 50 1586 0 0.00 50 50 20 31720 20 40 31720 0
| |
| I .
| |
| \
| |
| 4-)104 1969 104-) 4 1969 0
| |
| 216 216 2185 0.55 50 50 231 504735 2185 0 0.00 50 50 231 462 504735 0
| |
| 5-)105 0 0 0.00 50 50 6 0 105-) 5 748 102 850 0.14 50 50 6 5100 748 102 850 12 5100 i
| |
| | |
| 3/28/1987 CAI5 lAGE 2 legerCreightenAsisciates!ststparated I LINKREPORT NETWORK: SA!A TRIFTABLES Al:SHitIP30 I (
| |
| LINK 54 104 0 VOLW.ES -SPEED- -COST-8h6HD -Al- -A2- --A3- -A4- TOTAL V/C OLO NEW YEH. TOTAL 0 0.00 50 50 16 0 104 4 5 2053 265 2318 0.54 50 50 16 37088 2053 265 2318 32 37088 54 201 863 102 965 0.16 50 50 31 29915 20! 4 5 0 0 6.00 50 50 31 0 I 863 102 965 62 29915 54 6 2238 265 2503 0.63 50 50 18 45054 I 64 5 2238 0
| |
| 265
| |
| ~
| |
| 2503 0 0.00 50 50 18 36 45054 0
| |
| I 6-)106 106-) 6 305 305 0 0 0.00 35 35 305 0.19 35 35 305 14 7
| |
| 7 0
| |
| 2135 2tB I 6-)202 2024 6 391 391 0
| |
| 46 46 437 0.27 25 25 437 0 0.00 25 25 50 21850 50 100 21850 0
| |
| 64 7 1972 219 2191 0.55 50 54 37 81067 7-) 6 0 0 0.00 50 50 37 0 1972 219 2191 74 81067 74 107 0 ' 0 0.00 25 25 6 0 107 4 7 888 63 951 0.40 25 25 6 5706 888 63 951 12 5706 74 206 689 169 858 0.54 25 25 44 37752 2064 7 0 0 0.00 25 25 44 0 689 169 858 88 3m2 74 77 2569 !!3 2682 0.67 50 50 82 219924 77 4 7 0 0.00 50 50 I
| |
| 0 82 0 2569 !!3 2682 164 219924 11 4 521 0 0 0.00 35 35 85 0 521 4 11 0 66 65 0.05 35 35 85 5410 0 66 66 170 5610 it-)520 0 0.00 35 35 lI 0 85 0 520 4 11 0 71 71 0.05 35 35 85 6035 0 71 71 170 6035 I i1-)523 523 4 11 0
| |
| 0 0
| |
| 22 22 0 0.00 35 35 144 22 0.02 35 35 144 22 288 3168 3!68 0
| |
| I '
| |
| 12 4 315 315-) 12 688 688 0
| |
| 137 137 825 0 0.00 35 35 825 0.23 35 35 87 87 71775 174 71775 0
| |
| f 12 4 700 1297 1297 0.81 35 35 215 278855 700-) 12 1297 1297 0.81 35 35 .215 278855 2594 2594 430 55 n10
| |
| | |
| 3/28/1987 CAIS PAGE 3 tager Creights: Asicciates Insrestated LIE REP 0li ETWOR SA!A illPTABLES: A! Shit!P30 I ,
| |
| LIE 69-)603
| |
| ---VOLUP.ES -SPEED- -COST-BKGBD -Al-- -A2- -A3- -A4- TOTAL V/C OLD EH VEH. TOTAL 0 0 0.00 35 35 135 0 I 603-) 69 0 0
| |
| 43 43 43 0.03 35 35 135 43 270 5805 5805 69-) 70 0 0 0.00 50 50 25 0 E
| |
| m 70-) 69 903 168 1071 0.18 50 50 25 26775 0 17 903 168 1071 50 26775 69-)604 0 0 0.00 35 35 154 0 604-) 69 0 5 5 0.00 35 35 154 770 0 5 5 308 770 I 69-)100 100-) 69 903 0
| |
| 903 216 216
| |
| !!!90.19 50 50
| |
| !!!9 0 0.00 50 50 80 89520 o.20 80 160 89520 0
| |
| 70-)517 0 0 0.00 35 35 59 0 517-) 70 0 46 46 0.03 35 35 59 2714 l
| |
| 0 46 46 !!8 2714 70-) 71 0 0 0.00 50 50 84 0 71-) 70 453 122 575 0.10 50 50 84 48300 453 122 575 168 48300 71-)605 0 0 0.00 35 35 168 0 605-) 71 0 39 39 0.03 35 35 168 6552 0 39 39 336 6552 71-) 72 0 0 0.00 50 50 25 0 72-) 71 219 83 302 0.05 50 50 25 7550 219 83 302 50 7550 72-)518 0 0 0.00 35 35 132 0 I 518-) 72 0 0
| |
| 53 53 53 0.04 35 35 132 53 264 6996 6976 72-)531 I 0 0.00 35 35 0 64 0 531-) 72 0 30 30 0.02 35 35 64 1920 0 30 30 128 1920 I 77-)730 2966 730-) 77 0 2966 113 113 3079 0.51 50 50 3079 0 0.00 50 50 20 61580 20 40 61580 0
| |
| I 100-)527 527-)100 0
| |
| 0 0
| |
| 61 61 0 0.00 35 35 61 0.04 35 35 61 12 12 0
| |
| 732 24 732 100-)515 0 6 0.00 35 35 24 0 515-)100 0 91 91 0.06 35 35 24 2184
| |
| , 0 91 91 48 2184 100-)101 1291 368 1659 0.28 50 50 57 94563 0.2 0 101-)100 0 0 0.00 50 50 57 0 I 1291 368 1659 114 94563 -
| |
| | |
| 3/28/1987 CAIS PAGE 4 RogerCreights Assuiateslusrparated LIE E90ii NETWOF.K SATA 7 IIP 7 ABLES: A!:SHIRIP30 f VOLllES -
| |
| -SPEED- -COSI-LIE BKiF.ND -Al-- -A2- -A3- -A4-- TOTAL V/C OLD EW VEH. TOTAL 101-)602 0 0 0.00 35 35 248 0 I 602-)101 0 0
| |
| 49 49 49 0.03 35 35 248 12152 49 496 12152 101-)405 1509 417 1926 0.32 50 50 63 121338 o.2 f I 405-)101 0 1509 417 0 0.00 50 50 1926 63 126 121338 0
| |
| 0 0.00 50 50 278 I
| |
| 102-)402 0 0 402-)102 3400 631 4031 0.67 50 50 278!!20618 a.71 3400 631 4031 556!!20618 I
| |
| 102-)221 1869 329 2198 0.55 50 50 80 175840 221-)102 0 0 0.00 50 50 80 0 1869 329 2198 160 175840 I 102-)103 3459 103-)102 0 3459 560 560 4219 0.70 50 50 182 767858 o.7G 0 0.00 50 50 182 4219 364 767858 0
| |
| 103-)201 547 156 703 0.44 35 35 54 37962 201-)103 0 0 0.00 35 35 54 0 547 156 703 108 37962 103-)104 3494 404 3898 0.65 50 50 39 152022 0. 7 0 104-)103 0 0 0.00 50 50 39 0 3494 404 3898 78 152022 104-)105 3691 355 4046 0.67 50 50 14 56644 a 71 105-)104 0 0 0.00 50 50 14 0 3691 355 4046 28 56644 105-)710 0 0 0.00 50 50 25 0 I 710-)105 0 0
| |
| 0 0.00 50 50 0
| |
| 25 0
| |
| 0 105-)106 3691 253 3944 0.66 50 50 16 63104 o,71 I 104-)105 0 3691 253 0 0.00 50 50 3944 16 32 63104 0
| |
| I 106-)107 3491 107-)106 0 3491 253 253 3944 0.66 50 50 0 0.00 50 50 3944 37 145928 37 0 74 145928 .
| |
| I 107-)720 720-)107 0
| |
| 0 0
| |
| 0 0.00 35 35 0 0.00 35 35 0
| |
| 12 12 24 0
| |
| 0 0
| |
| 107-)830 3503 190 3693 0.62 50 50 100 369300 o,01 830-)107 0 0 0.00 50 50 100 0 3503 190 3693 200 369300 111-)516 0 0 0.00 35 35 220 0 516-)111 0 46 46 0.03 35 35 220 10120 0 46 46 440 10120
| |
| | |
| l 3/28/1987 CATS PAGE 5 l RegerCreightenAssociatesIncorporated j LINKREP0ii NETWORK: SATA IIIPTABLES: A!;SHIRIP30 I (
| |
| LIXK tit-)528 VOLUP.ES -SFEED- --CST-BK6tND -At- -A2- -A3- -A4- TOTAL V/C OLD NEV VEF TOTAL 0 0 0.00 35 35 II 0 l
| |
| I 5I8-)!i1 0 0
| |
| 124 124 124 0.09 35 35 124 33 66 4092 4092 111-)529 0 0 0.00 35 35 61 0 I 529-)1i1 0 0
| |
| 94 94 94 0.07 35 35 94 61 122 5734 5734
| |
| !!!-)420 I 1055 0.29 50 50 123 129765 791 2s4 420-)!i1 0 0 0.00 50 50 123 0 791 264 1055 241 129765 I i12-)403 403-)112 2072 0
| |
| 2072 366 366 O 0.00 50 50 180 2438 0.68 50 50 180 438840 2438 360 438840 0 -
| |
| I 112-)113 1209 113 4 !!2 0 1209 183 183 1392 0.23 50 50 121 168432 0 0.00 50 50 121 1392 242 168432 0
| |
| !!2-)221 1659 183 1842 0.31 50 50 121 222882 221 4 112 0 0 0.00 50 50 121 0 1659 183 1842 242 222!82 113-)!!4 0 183 183 0.05 50 50 12 2196 114-)113 0 0 0.00 50 50 12 0 0 183 183 24 2196
| |
| !!3-)780 1441 1441 0.36 50 50 96 138336 780-)!!3 0 0 0.00 50 50 96 0 1441 1441 192 138336
| |
| !!4-)221 0 0 0.00 50 50 20 0 I 221-)!!4 2641 2641 512 512 3153 0.53 50 50 3153 20 63060 40 63060
| |
| !!4-)790 2913 3608 0.60 50 50 133 479864 I
| |
| 695 790-)!!4 0 0 0.00 50 50 133 0 2913 695 3608 266 479864 I 115-)231 231-)!!5 328 0
| |
| 328 146 146 474 0.59 35 35 0 0.00 35 35 474 17 11 34 8058 0
| |
| 8058 I i15-)790 790-)115 3738 0
| |
| 3738 695 695 0 0.00 50 50 4433 0.74 50 50 4433 88 88 3?0104 176 390104 0
| |
| 115-)i!6 3738 549 4287 0.71 50 50 8 34296 116-)!!5 0 0 0.00 50 50 8 0
| |
| \ 3738 549 4287 16 34296
| |
| !!6-)231 948 126 1074 0.18 50 50 20 21480 231-)i16 0 0 0.00 50 50 20 0 I 948 . 126 40 21480 1014
| |
| | |
| 3/28/1987 CARS 'PAGE 6 legerCreights: Asssciateslocarpsrated LINKREPORT NETVCRK: SA1A TRIPTABLES: A1:SHIRIP30 I ,
| |
| LINK
| |
| !!6-)!17 4116 423
| |
| --VOLUP.E5 BXERND -Al-- -A2- -A3- -A4--
| |
| -SPEED- -CO$i-TOTAL V/C OLD NEW VEH. TOTAL 4539 0.76 50 50 33 149787 I !!7-)116 4116 0
| |
| 423 4539 0 0.00 50 50 33 66 149787 0
| |
| 117-)!!8 611 138 749 0.12 50 50 45 33705
| |
| !!8-)!!7 0 0 0.00 50 50 45 0 6t! 138 749 90 33705 ;
| |
| I i17-)122 4019 122-)i17 0 4019 285 285 4304 0.72 50 50 4304 0 0.00 50 50 68 292672 68 134 292672 0
| |
| I
| |
| !!8-)780 0 0 0.00 30 30 232 0 780-)!!8 1309 1309 0.41 30 30 232 303618 1309 1309 464 303688
| |
| !!8-)!!! 1291 138 1429 0.45 30 30 29 41441
| |
| !!9-)!!8 0 0 0.00 30 30 29 0 1291 138 1429 58 41441 119-)123 273 138 411 0.68 25 25 3 1233 123-)!19 0 0 0.00 25 25 3 0 273 138 411 6 1233
| |
| ~
| |
| !!9-)120 0 0 0.00 30 30 5 0 120-)119 0 0 0.00 30 30 5 0 0 0 10 0 120-)910 0 285 285 0.47 15 15 5 1425 910-)120 0 0 0.00 15 15 5 0 0 285 285 to 1425 120-)121 0 0 0.00 30 30 42 0 I 121-)120 1291 1291 285 285
| |
| ~
| |
| 1576 0.49 30 30 1576 42 66192 84 66192 121-)122 0 0 0.00 50 50 I
| |
| 49 0 122-)121 956 285 1241 0.21 50 50 49 60809 956 285 1241 98 60809 I 122-)820 1206 820-)122 2413 3619 1206 0.30 50 50 2413 0.60 51 51 3619 61 73566 61 147193 122 220759 I 123-)910 910-)123 0
| |
| 0 0
| |
| 138 138 138 0.23 15 15 0 0.00 15 15 138 9
| |
| 9 18 1242 1242 0
| |
| 201-)810 0 0 0.00 50 50 68 0 810-)201 967 126 1093 0.27 50 50 68 74324 l 967 126 1093 136 74324 201-)202 463 3!4 847 0.53 35 35 26 22022 202-)20! 0 0 0.00 35 35 26 0 I 463 384 847 52 22022
| |
| | |
| E 3/28/1987 CAI5 PACE 7 lagerCreightenAsisciatesIncorporatti LINKREP0XT NETWORK: SATA TRIPTABLES: At:SHTIIP30 ,
| |
| / VOLDE!- -SPEED- -COSI-LINK BKSINO -Al- -A2- -A3- -A4- TOTAL V/C OLD NEV VEH. TOTAL 202-)203 463 430 893 0.56 35 35 9 8037 203-)202 0 0 0.00 35 35 9 0 463 430 893 18 8037 203-)301 86 185 271 0.45 25 25 6 1626 I 301-)203 0 86 185 0 0.00 25 25 271 6
| |
| 12 0
| |
| 1626 203-)204 463 245 708 0.44 35 35 2 1416 I 20 M 203 0 4L3 245 0 0.00 35 35 708 2
| |
| 4 0
| |
| 1416 I
| |
| 204-)901 901-)204 0
| |
| 0-0 245 245 245 0.41 15 15 0 0.00 15 15 245 14 14 28 3430 0
| |
| 3430 I 204-)205 205-)204 463 0
| |
| 463 463 0.29 35 25 0 0.00 35 35 463 5
| |
| 5 to 23!5 0
| |
| 2315 205-)901 0 315 315 0.52 15 15 9 2835 901-)205 0 0 0.00 - - --
| |
| 0 315 315 9 2835 205-)206 0. 0 0.00 35 35 7 0 206-)205 463 315 778 0.49 35 35 7 5446 463 315 778 14 5446 206-)303 0 0 0.00 35 35 28 0 303-)206 391 146 577 0.34 35 35 28 15036 391 146 537 56 15034 231-)810 714 126 840 0.21 50 50 20 16800 I 0 0.00 50 50 810-)231 0 20 0 714 126 840 40 16800 231-)303 311 146 537 0.67 35 35 78 41886 303-)231 0 0 0.00 35 35 78 0 391 146 537 156 41886 301-)302 86 0.14 25 25 I
| |
| 86 3 258 302-)301 0 0 0.00 25 25 3 0 86 86 6 258 I 301-)901 901-)301 0
| |
| 0 0
| |
| 165 185 185 0.31 15 15 C 0.00 - -
| |
| 185 9
| |
| 9 1665 1665 I \
| |
| 302-)303 303-)302 86 0
| |
| 86 66 0.14 25 25 0 0.00 25 25 86 24 24 48 2064 0
| |
| 2064 302-)901 0 0 0.00 - - -
| |
| 901-)302 0 0 0.00 15 15 14 0 0 0 14 0
| |
| | |
| 3/28/1987 CAIS PAGE 8 IngerCreights:AsisciatesIncorporated LINKREPORT NETWORK SA!A TilP7A!LES: At=SHTRIP30 I (
| |
| LINX 310-)401 VOLT,MES-8k!IO -At- -A2- -A3- -A4--
| |
| 0
| |
| -3 PEED- -C057-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 215 0 I 401-)310 644 644 63 63 707 0.50 35 35 255 183285 707 510 180285 310-)320 603 63 666 0.48 35 35 47 31302 I 320-)310 603 0
| |
| 63 666 0 0.00 35 35 47 94 31302 6
| |
| I 310-)315 !!41 315-)310 1141 0
| |
| 137 137 1278 0.35 35 35 1278 0 0.00 55 35 33 42174 33 66 42174 0
| |
| I 315-)750 738 738 0.46 40 40 362 267156 750-)315 0 0 0.00 40 40 3&2 0 738 738 724 267156 390-)401 0 0 0.00 35 35 71 0 401-)390 0 0 0.00 35 35 71 0 0 0 142 0 390-)524 0 0 0.00 35 35 1D 0 524-)390 0 104 104 0.07 35 35 135 14040 0 104 104 270 14040 401-) 511 0 0 0.00 35 35 123 4 511-)401 0 31 31 0.02 35 35 123 3813 0 31 31 246 38!3 401-)533 0 0 0.00 35 35 300 0 533-)401 0 32 32 0.02 35 35 300 9600 0 32 32 600 9600 402-)525 0 0 0.00 35 35 102 0 I 525-)402 0 0
| |
| 56 56 56 0.04 35 35 102 56 204 5712 5712 402-)405 0 0 0.00 50 50 29 0 I 405-)402 1509 1509 448 448 1957 0.33 50 50 1957 29 56753 o.2 r 58 56753 I 402-)513 513-)402 0
| |
| 0 0
| |
| 127 127 0 0.00 35 35 130 127 0.09 35 35 130 16510 127 260 16510 0
| |
| 403-)508 0 0 0.00 35 35 321 0 508-)403 0 28 28 0.02 35 35 321 8988 0 28 28 M2 8988 403-)420 0 0 0.00 50 50 72 0 420-)403 994 290 12!4 0.36 50 50 72 92448 5
| |
| 994 290 1284 144 92448 403-)526 0 0 0.00 35 35 170 0 526-)403 0 48 48 0.03 35 35 170 8160 0 48 48 340 8160
| |
| | |
| I 3/28/1987 CAI5 tagerferights:Associateslaccepseated PAGE 9 I LINKREPORT NETWORK: SA!A IIIPTABLES: At:SHTIIP30
| |
| (
| |
| VOLL?.ES- -SFEED- ---COST-LINK BKERND -Al- --A2-- -A3- -A4- TOTAL VIC OLD NEV VEH. TOTAL 405-)535 0 0 0.00 35 35 64 *0 535-)405 0 31 31 0.02 35 35 64 1984 0 31 31 128 1984 420-)536 0 0 0.00 35 35 85 0 I 536-)420 0 0
| |
| 26 26 26 0.02 35 35 26 85 170 2210 2210 501-)770 0 0 0.00 25 25 38 'O I 770-)501 875 875 875 0.73 25 25 875 38 33250 76 33250 501-)830 0 0 0.00 50 50 20 0 830-)501 4956 190 5146 0.86 50 50 20 102920 0. 9J 4956 190 5146 40 102920
| |
| 'E3 501-)502 502-)501 445 0
| |
| 190 635 0.40 25 25 0 0.00 25 25 3
| |
| 3 1905 0
| |
| 445 190 635 6 1905 502-)505 0 190 190 0.11 25 25 3 570 505-)502 0 0 0.00 - - -
| |
| , 0 190 190 3 570 502-)503 445 445 0.28 25 25 3 1335 503-)502 0 0 0.00 25 25 3 0 445 445 6 1335 503-)902 0 !!3 113 0.19 15 15 5 565 902-)503 0 0 0.00 - - -
| |
| 0 113 !!3 5 565 503-)504 0 0 0.00 25 25 3 0 504-)503 445 !!3 558 0.35 25 25 3 1674 445 113 558 6 1674 504-)730 0 0 0.00 50 50 55 0 730-)504 3466 113 3579 0.60 50 50 55 196845 3466 113 3579 !!0 196845 I
| |
| 505-)830 0 0 0.00 15 15 5 0 830-)505 0 0 0.00 - - -
| |
| 0 0 5 0 iI
| |
| }
| |
| 505-)902 902-)505 0
| |
| 0 0
| |
| 190 190 190 0.16 15 15 0 0.00 15 15 190 5
| |
| 5 10 950 950 0
| |
| 506-)515 0 28 28 0.02 35 35 !!6 3248 j 515-)506 0 0 0.00 35 35 116 0 0 28 28 232 3248 507-)525 0 27 27 0.02 35 35 147 3969 525-)507 0 0 0.00 35 35 147 0 0 27 27 294 3969
| |
| | |
| I 3/28/1987 @AIS EsgerCreights:Asistiateslacorporated PAGE10 LINKREP0li NETWCRX:SA1A TRIPTAELES: A!SHIRIP30 VOLU.".ES -SPEED- -CST-LINK EXERND -At- -A2- -A3- -A4-- TOTAL V/C OLD NEW VEH. TOTAL 509-)512 0 46 46 0.03 35 35 12 552 I 512-)509 0 0 46 46 0 0.00 35 35 12 24 0
| |
| 552 77 0.05 35 35 I 512 4 524 0 77 ' 90 6930 524-)512 0 0 0.00 35 35 90 0 0 77 71 180 6930 513-)519 0 0 0.00 35 35 35 0 519-)513 0 71 71 0.05 35 35 35 2485 0 71 71 70 2485 I
| |
| ~
| |
| 514-)526 0 18 18 0.01 35 35 147 2646 526->514 0 0 0.00 35 35 147 0 0 18 18 294 2646 516-)532 0 0 0.00 35 35 76 0 532-)516 0 22 22 0.02 35 35 76 1672 0 22 22 152 1672 527-)601 0 0 0.00 35 35 203 0 601-)527 0 50 50 0.04 35 35 203 10150 0 50 50 406 10150 528-)530 0 0 0.00 35 35 35 0 530-)528 0 74 74 0.05 35 35 35 2590 0 74 74 70 2590 1 530-)537 0 0 0.00 35 35 116 0 537-)530 0 32 32 0.02 35 35 116 3712 0 32 32 232 3712 700-)710 981 981 0.61 35 35 61 59841 l 7tF)700 0 0 0.00 35 35 61 0 981 981 122 59841 7tb)720 1006 1006 0.63 35 35 M M396 720-)710 0 0 0.00 35 35 M 0 1006 1006 132 M396 I 720-)730 1084 730-)720 1084 0
| |
| 1084 0.68 35 35 125 135500 1084 0 0.00 35 35 125 250 135500 0
| |
| 730-)820 0 0 0.00 50 50 80 0 .
| |
| 820-)730 1270 1270 0.32 53 53 78 99060 1270 1270 158 99060 750-)760 547 547 0.34 40 40 86 47042 760-)750 0 0 0.00 40 40 86 0 547 547 172 47042 760-)770 925 925 0.58 40 40 170 157250 l 770-)760 0 0 0.00 40 40 170 0 925 925 340 157250
| |
| | |
| 3/28/1987 CARS PAGE!!
| |
| legerCreighlanAssociateslacarpstated LINKREPORT NETW0iK SA1A TRIPTABLES: A! SHTRIF30 1
| |
| / VOLUMES -
| |
| -SPEED- -COST-l LINK BKEIND -Al- --A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL 780-)790 1300 1300 0.81 35 35 16 85800 I 0 0.00 35 35 790-)780 0 66 0 i 1300 1300 132 85800 790-)800 978 978 0.61 35 35 71 69438 I 800-)790 0 978 0 0.00 35 35 978 71 142 69438 0
| |
| 400-)810 1022 1022 0.64 35 35 33 33726 I 810-)800 0 1022 0 0.00 35 35 1022 33 66 33726 0
| |
| ~
| |
| I 810-)820 1275 820-)810 0 1275 1275 0.80 35 35 139 177225 0 0.00 35 35 139 1275 0
| |
| 278 177225 I
| |
| I I
| |
| I I
| |
| I I
| |
| I l
| |
| | |
| I I
| |
| 1 I
| |
| I
| |
| : Exhibit 16 I
| |
| I I
| |
| l l
| |
| | |
| 5xhibit 16 ASSIGNME!E 2 BPZ Trips: 100 % of all trips from the EPZ = 58403 trips.
| |
| Routings: Assigned by LILCO I Background Traffic: 100 % on all links.
| |
| Other Evacuating Traffic: None O
| |
| I I
| |
| I l
| |
| I I
| |
| I l
| |
| l
| |
| | |
| 3I2EIN PAGE 1 tagertreights: 5 sciates lustreratti I LINKREPORT NETWORX: SA2 7EIPTABLES: At:SHIRIP!2 I (
| |
| LINK t-)510 0 VOL'RES BX6tO -Al- -A2-- -A3-- -A4--
| |
| -SPEED- -COST-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 102 0 510-) 1 0 146 146 0.10 35 35 102 14892 0 146 146 204 14892 1-)522 0 0 0.00 35 35 54 0 I 522-) 1 0 0
| |
| 240 240 240 0.17 35 35 240 54 12960 108 12960 1-)534 0 0 0.00 35 35 24 0 I 534-) 1 0 0
| |
| 107 107 107 0.08 35 35 107 24 48 2568 2568 t-)390 !!22 I 390-) 1 1122 0
| |
| 493 493 1615 0.45 50 50 0 0.00 50 50 1615 68 109320 68 136 109!20 0 .
| |
| I 2-)390 390-) 2 1466 1466 0
| |
| 839 839 0 0.00 50 50 2305 0.64 50 50 2305 68 68 156740 136 156740 0
| |
| 2-) i1 0 0 0.00 35 35 170 0 11-) 2 1072 528 1600 1.14 35 35 170 272000 1072 528 1600 340 272000 2-)320 1406 913 2319 0.64 50 50 80 185520 320-) 2 0 0 0.00 50 50 80 0 1406 913 2319 160 185520 1 2-)310 !!41 454 1595 1.14 35 35 83 132385 310-) 2 0 0 0.00 35 35 83 0 1141 454 1595 166 132385 3-)320 0 0 0.00 50 50 66 0 320-) 3 1763 1125 2888 0.80 50 50 66 190608 1763 1125 2888 132 190608 3-) 4 1206 1125 2331 0.65 50 50 47 109557 I 4-) 3 0 1206 !!25 0 0.00 50 50 2331 47 94 109557 0
| |
| 4-) 12 0 0 0.00 50 50 43 0 12-) 4 1200 454 1654 0.41 50 50 43 71122 1 1200 454 1654 86 71122 I 4-)102 1328 102-) 4 1328 0
| |
| 859 859 2187 0.55 50 50 0 0.00 50 50 2187 20 43740 20 40 43740 0
| |
| 4-)104 1969 720 2689 0.67 50 50 231 621159 1 104-) 4 0 0 0.00 50 50 231 0 1969 720 2689 462 621159 5-)105 0 0 0.00 50 50 6 0 105-) 5 1497 338 1835 0.31 50 50 6 !!010 1497 338 1835 12 11010
| |
| | |
| 3/28/1987 CARS PAGE 2 lagerCreightonAssociatesIncorporated LINKREPORT NETWORK:SA2 TRIPTABLES: A!:SHIRIP!2 I LINK 5-)104 0
| |
| ------VOLU!!ES ~~-
| |
| -SPEED- -COST-BK5RC -Al-- -A2- -A3-- -A4-- TOTAL VIC OLD NEW VEH. TOTAL 0 0.00 50 50 16 0 104-) 5 2053 883 2936 0.73 50 50 16 46976 I 2053 883 2936 32 46976 5-)201 1725 338 2063 0.34 50 50 31 63953 201-) 5 0 0 0.00 50 50 31 0 1725 338 2063 62 63953 I 5-) 6 2238 6-) 5 2238 0
| |
| 883 883 3121 0.78 50 50 3121 0 0.00 50 50 18 56178 18 36 56178 0
| |
| I 6-)106 0 0 0.00 35 35 7 0 106-) 6 609 609 0.38 35 35 7 4263 609 609 14 4263 6-)202 781 150 931 0.58 25 25 50 44550 202-) 6 0 0 0.00 25 25 50 0 781 150 931 100 46550 6-) 7 1972 733 2705 0.68 50 50 37 100085 7-) 6 0 0 0.00 50 50 37 0 1972 733 2705 74 100085 7-)107 0 0 0.00 25 25 6 0 107-) 7 1775 208 1983 0.83 25 25 6 !!898 1775 208 1983 12 11898 7-)206 1378 564 1942 1.21 25 25 44 85448 206-) 7 0 0 0.00 25 25 44 0 1378 564 1942 88 85448 7-) 77 2559 377 2946 0.74 50 50 32 241572 77-) 7 0 0 0.00 50 50 82 0 I 2569 377 2946 164 241572
| |
| !t-)521 0 0.00 35 35 I
| |
| 0 85 0 521-) 11 0 219 219 0.16 35 35 85 18615 0 219 219 170 18415 11-)520 0 0 0.00 35 35 85 0 1 520-) 11 0 235 235 0.17 35 35 85 19975 0 235 235 170 19975 I 11-)523 523-) !!
| |
| 0 0
| |
| 0 74 74 0 0.00 35 35 144 74 0.05 35 35 14 10656 74 288 10656 0
| |
| 12-)315 0 0 0.00 35 35 87 0 315-) 12 688 454 !!42 0.32 35 35 87 99354 688 454 !!42 174 99354 12-)700 1297 1297 0.81 35 35 215 278855 700-) 12 1297 1297 0.81 35 35 215 278855 2594 2594 430 557710
| |
| | |
| I 3/28/1987 CARS PAGE 3 Rost?CreightenAssociatesIncorporated LINKREPOR7 NETWORK:SA2 TilPTABLES: At=SHIRIP12 I /
| |
| LINK 69-)603 VOLMES -
| |
| -SPEED- -COST-BX6RND -A!-- -A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL 0 0 0.00 35 35 135 0 603-) 69 142 0.10 35 35 135 19170 I
| |
| 0 142 0 142- 142 270 19170 69-) 70 0 0 0.00 50 50 25 0 I 70-) 69 903 903 562 562 1465 0.24 50 50 1465 25 36625 0.2 4 50 36625 69-)604 0 0 0.00 35 35 154 I
| |
| 0 604-) 69 0 16 16 0.01 35 35 154 2464 0 16 16 308 2464 I ,
| |
| 69-)100 100-) 69 903 0
| |
| 903 720 720 1623 0.27 50 50 1623 0 0.00 50 50 80 129840 0.2 i 80 160 129840 0
| |
| I 70-)517 517 4 70 0
| |
| 0 0
| |
| 154 154 0 0.00 35 35 154 0.11 35 35 154 59 59
| |
| !!8 9086 9086 0
| |
| 704 71 0 0 0.00 50 50 84 0 71-) 70 453 408 861 0.14 50 50 84 72324 04 453 408 861 168 72324 71 4 605 0 0 0.00 35 35 168 0 605 4 71 0 132 132 0.09 35 35 168 22176 0 132 132 336 22176 714 72 0 0 0.00 50 50 25 0 72-) 71 219 276 495 0.08 50 50 25 12375 0.0T 219 276 495 50 12375 72 4 518 0 0 0.00 35 35 132 0 176 0.13 35 35 132 23232 I
| |
| 518 4 72 0 176 0 176 176 264 23232 72-)531 0 0 0.00 35 35 64 0 I 531 4 72 0 0
| |
| 100 100 100 0.07 35 35 100 64 128 6400 6400 I
| |
| 77-)730 2966 377 3343 0.56 50 50 20 66860 730-) 77 0 0 0.00 50 50 20 0 2966 377 3343 40 66860 I 100-)527 527 4 100 0
| |
| 0 0
| |
| 204 204 204 0 0.00 35 35 204 0.15 35 35 12 12 24 0
| |
| 2448 2448 100 4 515 0 0 0.00 35 35 24 0 515-)100 0 303 303 0.22 35 35 24 7272 i
| |
| 0 303 303 48 7272 100-)101 1291 1227 2518 0.42 50 50 57 143526 o,yf 101-)100 0 0 0.00 50 50 57 0 1291 1227 2518 !!4 143526 I
| |
| | |
| 3/28/1987 CARS PAGE 4 IngerCetightonAssociatesIncseparated I LINXREPORT NET M : SA2 TRIPTABLES: At:SHIRIP12 I -SPEED- -COST-VOLUMES--
| |
| LINK BK5RND -Al-- -A2- -A3-- -A4- TOTAL V/C OLD NEW VEH. TOTAL 101-)602 0 0 0.00 35 35 248 0 602-)101 0 163 163 0.12 35 35 248 40424 0 163 163 496 40424 101-)405 1509 1390 2899 0.48 50 50 63 182637 0. D I 405-)101 0 1509 1390 2899 0 0.00 50 50 63 0 126 182637 102-)402 0 0 0.00 50 50 278 0 I 402-)t02 3400 2099 3400 2099
| |
| ~
| |
| 5499 0.92 50 50 2781528722 0.41 5499 5561528722 102-)221 1869 1094 2963 0.74 50 50 80 237040 221-)102 0 0 0.00 50 50 80 0 1869 1094 2963 160 237040 I 102-)103 3659 1864 103-)102 0 3659 1864 5523 0.92 50 50 1821005186 f, o g 5523 0 0.00 50 50 182 0 3641005186 I 103-)201 1094 201-)103 0 1094 522 522 1616 1.01 35 35 1616 0 0.00 35 35 54 87264 54 108 87264 0
| |
| 103-)104 3494 1342 48360.81 50 50 39 188604 0. 0 104-)103 0 0 0.00 50 50 39 0 3494 1342 4836 78 188604 104-)10's 3691 !!79 4870 0.81 50 50 14 68150 a.e t 105-)104 0 0 0.00 50 50 14 0 3691 !!79 4870 28 68180 105-)710 0 0 0.00 50 50 25 0 710-)105 0 0 0.00 50 50 25 0 0 0 50 0 105-)106 3691 841 4532 0.76 50 50 16 72512 a.N 106-)105 0 0 0.00 50 50 16 0 3691 841 4532 32 72512 106-)107 3691 4532 0.76 50 50 37 167684 g,ga I
| |
| 841 107-)106 0 0 0.00 50 50 37 0 3691 841 4532 74 167684 I 107-)720 720-)107 0
| |
| 0 0
| |
| 0 0.00 35 35 0 0.00 35 35 0
| |
| 12 12 24 0
| |
| 0 0
| |
| 107-)830 3503 633 4136 0.69 50 50 100 413600 g, .75 830-)107 0 0 0.00 50 50 100 0 3503 633 4136 200 413600 111-)516 0 0 0.00 35 35 220 0 516-)!!! 0 146 146 0.10 35 35 220 32120 0 146 146 440 32120
| |
| | |
| 3/28/1987 CARS PAGE 5 RegerCreig;tsaAssociatesIntserseated I LINKREPCET ETWDEK : SA2 7AIP7 ABLES: At:5H7AIP!2
| |
| -VOLUE5 -SPEED- -COST-I
| |
| (
| |
| LINK BX6DD -Al- --A2-- -A3- -A4-- TOTAL V/C OLD NEW VEH. 70TAL
| |
| !!!-)528 0 0 0.00 35 35 33 0 528-)111 0 412 412 0.29 35 35 33 13596 0 412 412 66 13596 111-)529 0 0 0.00 35 35 61 0 529-)ii1 0 312 312 0.22 35 35 61 19032 0 312 312 122 19032 111-)420 791 870 1661 0.46 50 50 123 204303 420-)ii1 0 0 0.00 50 50 123 0 791 870 1661 246 204303 112-)403 0 0 0.00 50 50 180 0 I 403-)112 2072 1200 2072 1200 3272 0.91 50 50 180 588960 3272 360 588960 I 112-)!!3 1209
| |
| !!3-)112 0 1209 600 600 18090.30.50 50 121 218889 1809 0 0.00 50 50 121 242 218889 0
| |
| I !!2-)221 1659 22t-)i12 0 1659 600 600 2259 0.38 50 50 121 273339 2259 0 0.00 50 50 121 242 273339 0
| |
| 113-) !!4 0 600 600 0.15 50 50 12 7200
| |
| !!4-)113 0 0 0.00 50 50 12 0 0 600 600 24 7200 113-)780 1441 1441 0.36 50 50 96 138336 780-)1!3 0 0 0.00 50 50 96 0 I
| |
| 1441 1441 172 138336 114-)221 0 0 0.00 50 50 20 0 221-)i14 2641 1694 4335 0.72 50 50 20 86700 2641 1694 4335 40 86700 114-)790 2913 2294 5207 0.87 50 50 133 692531 790-)i14 0 0 0.00 50 50 133 0 2913 2294 5207 266 692531 115-)231 656 476 !!32 1.41 35 35 17 19244 I 231-)115 0 656 476 !!32 0 0.00 35 35 17 34 !?244 0
| |
| 115-)790 0 0 0.00 50 50 88 0 I 790-)!!5 3738 2294 3738 2294 6032 1.01 50 50 6032
| |
| !! 530816 176 530816 I 115-)116 3738 1818
| |
| !!6-)115 0 3738 1818 5556 0.93 50 50 5556 0 0.00 50 50 8 8 44448 16 44448 0
| |
| I 116-)231 1897 231-)!!6 0 1897 412 412 2309 0.38 50 50 2309 0 0.00 50 50 20 46180 20 40 46180 0
| |
| I
| |
| | |
| 1 1
| |
| 3/28/1987 CARS PAEE 6 RogerCreightsaAssociateslacernrated J LINKREP0ti NETWORX : SA2 Til!TA3LES: At=SHTIIP12 I LINK
| |
| -VOLL'ES-- --SPEEF -CC5T-EXERND -At- -A2- -A3-- -A4- TOTAL V/C DLD NEW VEH. TOTAL 116-)117 4116 1406 5522 0.92 50 50 33 182226 i17-)116 0 0 0.00 50 50 33 0 I 4116 1406 5522 66 182226 117-)118 1222 1681 0.28 50 50 I
| |
| 459 45 75645 til-)!!7 0 0 0.00 50 50 45 0 1:22 459 1681 90 75445 I !!7-)122 4019 122-)!!7 0 4019 947 947 4966 0.83 50 50 0 0.00 50 50 4966 68 337688 68 136 337688 0
| |
| I 118-)780 780-)!!8 1309 0
| |
| 1309 0 0.00 30 30 232 1309 0.41 30 30 232 303688 1309 464 303688 0
| |
| !!8-)!!9 1291 459 1750 0.55 30 30 29 50750
| |
| !!9-)!!8 0 0 0.00 30 30 29 0 1291 459 1750 58 50750
| |
| !!9-)123 547 459 1006 1.68 25 25 3 3018 .
| |
| 123-)!!9 0 0 0.00 25 25 3 0 547 459 1006 6 3018
| |
| !!9-)120 0 0 0.00 30 30 5 0 120-)i19 0 0 0.00 30 30 5 0 0 0 10 0 120-)910 0 947 947 1.54 15 15 5 4735 I
| |
| 910-)120 0 0 0.00 15 15 5 0 0 947 947 10 4735 120-)121 0 0 0.00 30 30 42 0 I 121-)120 1291 1291 947 947 2238 0.70 30 30 2238 42 93996 84 93996 I 0 0.00 50 50 121-)122 0 49 0 122-)121 1913 947 2860 0.48 50 50 49 140140 1913 947 2860 98 140140 I 122-)820 2413 820-)122 2413 4426 2413 0.60 50 50 2413 0.60 51 51 4826 61 147193 61 147193 122 294386 I 123-)910 9th)123 0
| |
| 0 0
| |
| 459 459 459 0.76 15 15 0 0.00 15 15 459 9
| |
| 9 18 4131 0
| |
| 4131 201-)810 0 0 0.00 50 50 68 0 810-)201 1725 412 2137 0.53 50 50 68 145316 1725 412 2137 136 145316 201-)202 925 1272 2197 1.37 35 35 26 57122 202-)201 0 0 0.00 35 35 26 0 925 1272 2197 52 57122
| |
| | |
| 3/28/1987 CARS PAGE 7 Rege?CerightenAssociatesIncarneated LINKREPORT NETWORK:!A2 TRIPTABLES: A1:SHilIP12 I LINK 202-)203 925 1422 VOLU?.ES BKERND -Al- -A2- -A3- -A4--
| |
| -SFEED- -COST-TOTAL VIC OLD NEW VEH. TOTAL 2347 1.47 35 35 9 21123 0 0.00 35 35 I
| |
| 203-)202 0 9 0 925 1422 2347 18 21123 203-)301 172 617 789 1.31 25 25 6 4734 I 301-)203 172 0
| |
| 617 0 0.00 25 25 789 6
| |
| 12 4734 0
| |
| 203-)204 925 805 1730 1.08 35 35 3460 I
| |
| 2 204-)203 0 0 0.00 35 35 2 0 925 805 1730 4 3460 I 204-)901 901-) 204 0
| |
| 0 0
| |
| 805 805
| |
| . 805 1.34 15 15 0 0.00 15 15 805 14 !!270 14 28 11270 0
| |
| I 204-)205 205-)204 925 925 0
| |
| 925 0.54 35 35 0 0.00 35 35 925 5
| |
| 5 10 4625 4625 0
| |
| 205-)901 0 1040 1040 1.73 15 15 9 9360 901-)205 0 0 0.M - - -
| |
| 0 1040 1040 9 9360 205-)206 0 0 0.00 35 35 7 0 206-)205 925 1040 1965 1.23 3 35 7 13755 '
| |
| 925 1040 1965 14 13755 206-)303 0 0 0.00 35 35 28 0 303-)206 781 476 1257 0.79 35 35 28 35196 781 476 1257 56 35!96 231-)810 1428 412 1840 0.46 50 50 20 36800 I 810-)231 231-)303 1428 781 0
| |
| 412 476 0 0.00 50 50 1840 1257 1.57 35 35 20 40 36800 78 98046 0
| |
| I 303-)231 781 0
| |
| 476 0 0.00 35 35 1257 78 156 98046 0
| |
| l 172 0.29 25 25 I
| |
| 301-)302 172 3 516 302-)301 0 0 0.00 25 25 3 0 ,
| |
| 172- 172 6 516 1 301-)901 0 617 617 1.03 15 15 9 5553 l 901-)301 0 0 0.00 - - - i 0 617 617 9 5553 ;
| |
| I 302-)303 303-)302 172 0
| |
| 172 172 0.29 25 25 0 0.00 25 25 172 24 24 48 4128 0
| |
| (!?8 302-)901 0 0 0.00 - - -
| |
| 901-)302 0 0 0.00 15 15 14 0 0 - 0 14 0 l
| |
| | |
| 3/28/1987 CARS PAGE 8 RegerCreightonAsssciates1cerpsrated !
| |
| LINKREPORT NETWCE : SA2 TRIPTABLES: A!:SHIRIP12 I LINK 310-)401 0 VOLU,'!ES -SFEEP --C3ST-BK6END -At- --A2- -A3-- --A4-- TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 255 0 I 401-)310 644 644 212 212 856 0.61 35 35 255 218280 856 519 218280 310-)320 603 212 815 0.58 35 35 47 38305 I 320-)310 0 603 212 0 0.00 35 35 815 47 94 38305 0
| |
| I 310-)315 1141 315-)310 0 1141 454 454 1595 0.44 35 35 0 0.00 35 35 1595 33 52635 33 66 52635 0
| |
| I 315-)750 738 738 0.46 40 40 362 267156 750-) 315 0 0 0.00 40 40 362 0 738 738 724 267156 I 390-)401 401-)390 0
| |
| 0 0
| |
| 0 0.00 35 35 0 0.00 35 35 0
| |
| 71 71 0
| |
| 0 142 0 390-)524 0 0 0.00 35 35 135 0 524-)390 0 346 346 0.25 35 35 135 46710 0 346 346 270 46710 401-)511 0 0 0.00 35 35 123 0 511-)401 0 105 105 0.07 35 35 123 12915 0 105 105 246 12915 401-)533 0 0 0.00 35 35 300 0 533-)401 0 107 107 0.08 35 35 300 32100 0 107 107 600 32100 402-)525 0 0 0.00 35 35 102 0 I 525-)402 0 0
| |
| 188 183 188 0.13 35 35 188
| |
| ~
| |
| 102 19176 204 19176 402-)405 0 0.00 50 50 I
| |
| 0 29 0 405-)402 1509 1492 3001 0.50 50 50 29 87029 c.54 1509 1492 3001 58 87029 I 402-)513 513-)402
| |
| .0 0
| |
| 0 419 419 0 0.00 35 35 130 419 0.30 35 35 130 54470 419 260 54470 0
| |
| I 403-)508 508-)403 0
| |
| 0 0
| |
| 92 92 0 0.00 35 35 321 92 0.07 35 35 321 29532 92 642 29532 0
| |
| 403-)420 0 0 0.00 50 50 72 0 420-)403 994 954 1948 0.54 50 50 72 140256 994 954 1948 144 140256 403-)526 0 0 0.00 35 35 170 0 526-)403 0 154 154 0.!! 35 35 174 26180 I 0 154 154 340 26180
| |
| | |
| 1 3/28/1987 CARS PAa'E 9 toger Creights Asuciates lacertsrated LINKREPORT NETWORX:SA2 TRIPTABLES: A!:SHIRIP12 I LINK 405-)535 0
| |
| VDLUP.ES--
| |
| BK5AND -Al- -A2-- -A3- -A4--
| |
| -SPEED- -C05T-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 35 35 64 i
| |
| 0 I I 535-)405 0 0
| |
| 102 102 102 0.07 35 35 102 64 128 6528 6528 l
| |
| 420-)536 0 0.00 35 35 I
| |
| 0 85 0 536-)420 0 84 84 0.06 35 35 85 7140 0 84 84 170 7140 I 501-) 770 770-)501 875 0
| |
| 8 75 0 0.00 25 25 875 0.73 25 25 875 38 38 33250 76 33250 0
| |
| I
| |
| ~
| |
| 501-)830 0 0 0.00 50 50 20 0 830-)501 4956 633 5589 0.93 50 50 20 111780 I.0/
| |
| 4956 633 5589 40 !!!780 501-)502 891 633 1524 0.95 25 25 3 4572 502-)501 0 0 0.00 25 25 3 0 891 633 1524 6 4572 502-)505 0 633 633 0.35 25 25 3 1899 505-)502 0 0 0.00 - - -
| |
| 0 633 633 3 1899 502-)503 891 891 0.56 25 25 3 2673 '
| |
| 503-)502 0 0 0.00 25 25 3 0 891 891 6 2673 503-)902 0 377 377 0.63 15 15 5 1885 902-)503 0 0 0.00 - - -
| |
| 0 377 377 5 1885 503-)504 0 0 0.00 25 25 3 0 I 504-)503 891 891 377 377 1268 0.79 25 25 1268 3
| |
| 6 3804 3804 I 0 0.00 50 50 504-)730 0 55 0 730-)504 3466 377 3843 0.64 50 50 55 211365 3466 377 3843 110 211365 I 505-)830 830-) 505 0
| |
| 0 0
| |
| 0 0.00 15 15 0 0.00 - -
| |
| 0 5
| |
| 5 0
| |
| 0 I 505-)902 902-)505 0
| |
| 0 0
| |
| 633 633 633 0.53 15 15 633 0 0.00 15 15 to 5
| |
| 5 3t&5 3165 0
| |
| 506-)515 0 95 95 0.07 35 35 !!6 !!020 515-)506 0 0 0.00 35 35 116 0 0 95 95 232 !!020 507-)525 0 91 91 0.06 35 35 147 13377 525-)507 0 0 0.00 35 35 147 0 0 91 91 294 13377
| |
| | |
| I
| |
| ~
| |
| 3/28/1987 CAIS PAGE10 IngerCreights:Associateslacarporated LINXREP0ti NETWORK:SA2 TRITTAELES: At:S!i7AIPt2 VOLUMES- -SPEED- --COST-LINK BX6RND -Al- -A2-- --A3- -A4- T07AL VIC OLD NEW VEH. TOTAL 509-)512 0 150 150 0.11 35 35 12 1800 I 512-)509 0 0 150 0 0.00 35 35 150 12 24 0
| |
| 1800 I
| |
| 512-)524 0 255 255 0.18 35 35 90 22950 524-)512 0 0 0.00 35 35 90 0 0 255 255 180 22950 I 513-)519 519-)513 0
| |
| 0 0
| |
| 235 235 0 0.00 35 35 235 0.17 35 35 235 35 35 70 0
| |
| 8225 8225 I 514-)526 526-)514 0
| |
| 0 0
| |
| 56 56 56 0.04 35 35 147 0 0.00 35 35 147 56 294 8232 0
| |
| 8232 516-)532 0 0 0.00 35 35 76 0 532-)516 0 70 70 0.05 35 35 76 5320 0 70 70 152 5320 527-)601 0 0 0.00 35 35 203 0 601-)527 0 167 167 0.12 35 35 203 33901 0 167 167 406 33901 528-)530 0 0 0.00 35 35 35 0 530-)528 0 244 244 0.17 35 35 35 8540 0 244 244 70 8540 530-)537 0 0 0.00 35 35 !!6 0 I 537-)530 0 0
| |
| 108 108 108 0.08 35 35 !!6 12528 108 232 12528 700-)710 981 981 0.61 35 35 61 5984!
| |
| I 710-)700 0 981 0 0.00 35 35 981 61 122 59841 0
| |
| I 710-)720 1006 720-)710 0 1006 1006 0.63 35 35 0 0.00 35 35 1006 66 64396 66 132 66396 0
| |
| I 720-)730 1084 730-)720 0 1084 1084 0.68 35 35 125 135500 0 0.00 35 35 125 1084 250 135500 0
| |
| 730-)820 0 0 0.00 50 50 80 0 820-)730 2541 2541 0.64 50 50 80 203280 2541 , 2541 160 203280 750-)760 547 547 0.34 40 40 86 47042 760-)750 0 0 0.00 40 40 86 0 547 547 172 47042 760-)770 925 925 0.58 40 40 170 157250 770-)760 0 0 0.00 40 40 170 0 925 925 340 157250
| |
| | |
| 3/28/1987 CARS PAGE !!
| |
| tager(seightonAssociatesIncorporated LINKREPORT NETWORK: SA2 TIIPTABLES: A!:SHIRIP!2 I ,
| |
| LINK 780-)790 1300 VOLUP.ES --SPEED- -COSI-BXERC -Al- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 1300 0.81 35 35 66 85800 790-)780 0 0 0.00 35 35 66 0 1300 1300 132 85800
| |
| !90-)800 978 978 0.61 35 35 71 69438 I - 800-)790 0 978 0 0.00 35 35 978 71 142 69438 0
| |
| 800-)810 1022 1022 0.64 35 35 33 33726 I 810-)800 0 1022 0 0.00 35 35 1022 33 66 33726 0
| |
| I 810-)820 1275 820-)810 0 1275 1275 0.80 35 35 139 177225 0 0.00 35 35 139 1275 278 177225 0
| |
| I I
| |
| I I
| |
| I I
| |
| I I
| |
| l3 I .
| |
| ..-----.,..----.--,,,-----,-.,_,.,,,,.,.,-,,n., _ , _ _ , , - ,,, , , - _ , - , - - , , , , . - - . . - . - - - . , . - , - - _ . , - , - -
| |
| | |
| =.a_, &--- a I
| |
| I I
| |
| I I
| |
| I I
| |
| I exsie1e ,es l3 I
| |
| II I
| |
| [
| |
| i I
| |
| I e
| |
| I II t
| |
| I
| |
| | |
| N m''" te s
| |
| f L
| |
| STUDY NETWORK FOR EVALUATION OF
| |
| '' PROPOSED SHOREHAM EVACUATION PLAN f:
| |
| L.
| |
| < -. ' hss #saa
| |
| ,',[*g ,
| |
| ; ~
| |
| /" e YI>k Q ,
| |
| & 002 s2 R$
| |
| " ,or v.-
| |
| Y m 4.,
| |
| . p. n.
| |
| , ,, (
| |
| jj s.s,p5' 8-as e
| |
| b,+ g n' p
| |
| , A i \ 2 FI " ,,,
| |
| F3C Hickgyglge f
| |
| ,'j e,. ,, , . .
| |
| binsets/ sv " - - -
| |
| g,3, lg " 'a <
| |
| ~'
| |
| l f C j
| |
| .. g ,
| |
| sn h, ja.ierno,eh a
| |
| .- e 4" '6 fL&
| |
| 8 Hick ville so.
| |
| **' C
| |
| \. 20s a Rosty. Bellmore e
| |
| d IJot M2 volume / Capacity Ratio '
| |
| W5
| |
| - . . - o 77 . o .,,
| |
| 504 ,
| |
| : v. ,
| |
| N I 30 +
| |
| F 1 q ym L ._
| |
| | |
| t 1
| |
| 1 1
| |
| EXHIBIT 16A #2 9
| |
| D e
| |
| SHOREHLM
| |
| .o;s ,, h'
| |
| ; ,;
| |
| * i eos M' ,
| |
| - ==,3 msir ,..
| |
| y ud[, "';,o + ';./
| |
| ' % APERTURE TI i . / P'-
| |
| CARD
| |
| ~
| |
| ~
| |
| Also hvaitable On
| |
| ' Aperture Card
| |
| # D F7o gg 72c yo, Roslyn ,
| |
| Hicksvil 1
| |
| g Load Node iL A Simple Node 82ch -- --
| |
| ) sto
| |
| . o. .ii.d Nod. ij ,,,
| |
| ,.~,,,
| |
| 112 R -
| |
| m )
| |
| e o s u.i.,
| |
| # swe s:aso, coo i>
| |
| b
| |
| ( Prope,ed my :FIOGERCROGHTON ASSOCIATES,PC %
| |
| u ,en toer g7oW3 a37- oY
| |
| | |
| - - - - u-_a- aa a aam .
| |
| _s ,- - ------ - - - _ _
| |
| I
| |
| 'I I
| |
| I
| |
| ,I
| |
| )
| |
| I Exhibit 17 il
| |
| .I I
| |
| I I
| |
| !I lI-- _ _ _ _ _ _ __
| |
| | |
| Exhibit 17
| |
| 'I ASSIGNMEt.T 3 EPZ Trips: 100 % of all trips from the EPZ = 58403 trips.
| |
| I Routings: Minimum paths plus other routes assigned by LILCO.
| |
| Trips diverted to routes based on relative costs.
| |
| Background Traffic: 100 % on all links.
| |
| Other Evacuating Traffic: None lI l
| |
| l I
| |
| 1 I
| |
| 'I
| |
| 'I' I .
| |
| | |
| 3/26!!917 CAR 5 .45~ !
| |
| i i:;st Citi;'u:n Aiuciatt! bc:t::tated a : t.:T.rL:.: ::.:.
| |
| .a... .. n3 L:r.n.:.. - .
| |
| i n.:.r:-..... c::* - r.. c. ...: n w.- I
| |
| (
| |
| . a r.
| |
| .. t 95.3.
| |
| 0 8.:.. a. .. .,... nr. . s.5 0 v. is .ct *.r.. 4n.e. i. n. .- .c:...~t.. ve .s. .s);. . u. . 1. n, .
| |
| { g.j( t r., . j *..s E.:
| |
| ... ... d Q {(1... ps:. p. 3 . M. . . {v'T. .f.
| |
| <. .v.? 9?;*a
| |
| . *.p ;.g I **1 A 9 c a, c r.,I
| |
| . P i.7..v .B. .J .L 847 a...t t
| |
| .ve 44'.$ (.vt.i 1,1 aA. .S i gt. an.* 4k.
| |
| .4 i.n... C. 5.. .
| |
| { 8 w.(( %V $VI
| |
| * ^9 j.*.E ($.1 . .iQ.7 {Q} ^f8
| |
| : 4. *Q.*
| |
| . 4..*M ^4.4 . S. Q. .
| |
| 40.8 $08 Q y.84 . (.1 E(.3 . p.] { . $. 947 . . .. { ,' ]Q.Q {84. .n. i. 10. ] 10.2 108 . 90...
| |
| i 10.21 29 503 403 112 113 !!4 79) 115 116 231 !!0 201 202 203 301 ici 2 10.30 28 50! 403 !!2 221 !!! 7i0 115 115 23f !!0 201 202 203 204 90!
| |
| (j I p.( ?. **1 tt" *S 1 Sp. SQ'J W 7.
| |
| sJY 9M..Q j e ^d{ A.f J C. ... 1"a.
| |
| 7 J., ( {QS. I..M ^Q..
| |
| .. . .k. ' f. .
| |
| 5.".. '.8 ' r. :. ' ' . . ' 5.)4
| |
| . . 1.9', 4' U.0
| |
| . . 4 te.? , 6 .'c.?. . " M. . 1.*.*. c. '. '.
| |
| * 9 ^ -
| |
| S
| |
| . 2.*.1
| |
| . .. . E n.c. ...4 4.g t) *;Q
| |
| .. 4 .t.* 3> J ( .^4 .. 5 '
| |
| . .'r. ?.'"J'. .'n. 9' c.v' t g . A. 5 t M.
| |
| .i .. o. C. M.k'. . 7. *a *f A . ..4 c i.c. . i'.v5 . v. .c. 1
| |
| . . o .T Q. , .S M. . .s'a v i
| |
| .M.. Yv.*$.
| |
| . 4.p. 2., . 4 .g A ,
| |
| : o. g.
| |
| . sin.
| |
| . . 1.;. -a 3 3.sn. a i s . 7 .n..t .a.. .
| |
| 51 . gv,. 0 7.5.. 9,3 s. o.. 44u Ar .3 .v.n.
| |
| a 4 , 0.3
| |
| . 1M,. 9. .
| |
| .. m.
| |
| .v v-
| |
| .. v.v. . ..9n.
| |
| ! 9.00 10 511 8% 310 3D 3 4 104 5 6 7 20s 205 901 c.-
| |
| .4 vv.yQ s.o.. 6't ' ". . . ' .. " , "7
| |
| . O ?
| |
| . . ".0 1 4 '. .". '. ". . *.. . .*. . ^.01. a'"v . 9 ^. *.
| |
| 1 1.45 33 512 524 3i0 2 320 3 4 104 5 6 7 206 2;5 901 in. 97. 0
| |
| . )
| |
| .A.~4 4. ''.'.a 4'.'. i M. . 9.a' .'01 6'P. *v.1 'v'. a c. .it
| |
| ' ^^
| |
| t 7.'Oa 9.7 5!1 .
| |
| * O'* '. O.' '. M. . 104 '.3. 's ... . ^0.) . . lo.'.
| |
| .?^3 7'9' .
| |
| 3 i. .3. n. . . t 3 4.e.. tn.3 . 1A.3 10,4 ,.0.'5
| |
| . 5 .+..' . .v. :. 4 M.. . .e,4 1. 0,'
| |
| 514 901 0 9 i2 36 !!! 52i 403 1:2 !!3 114 790 !!5 231 303 302 30! 901 1 t. e. n. .n. c.: .. . e.n. en. 1e. ..
| |
| ..a1 4 7c.3 .is. .
| |
| e
| |
| .n.. . a.. M w..
| |
| t v..c c. r .s.
| |
| 3 9.c.s at s..4 . i.n. p.3 . v. 3. v.... . 34 i". v g.: .. 33. ' aF. ".v6
| |
| . ^35 :.v''.
| |
| : n. c. .re us I iv. 0
| |
| .c.. ., s .at s. ... .sv tut 4s5 4;. t ..va 1n.; .9... tvt ya ev avi 93ts t : ...s ** '.9 5". 10 101 P.'.
| |
| . AP. '.F. *.^.' a i.^.4 ". .. ; 1. .' 107 7 ... *.. :.".. .
| |
| g
| |
| : u. . 79.. . Q . . A. .. e. p. c.p. o. .. r.0 re'a . .!'
| |
| .t ". 3 '.'.4 't:,f. 'i' .. " . ' . "JJ' .E.2 .in'. v 3. "v .
| |
| i 11.'3 's ". . ' . " . . PA. 4 ". . '. t.) ."1 114 "# 1 ^. ". 4. '1 %. 93'.
| |
| ^
| |
| . 4'8. . 8'O ^ivt
| |
| . .7".. "F. w.
| |
| . . . 9P.
| |
| : o. .. . r. 0 ,'a^- .. o. . 13 1'.t "^ :. ' ... ' ' ' ..." 'i.. '. l '. 0 3 ?^ '
| |
| 6 o. . . ! .s .u. ... ... . ."s I ... .'F. 't,'
| |
| u :m^1 I 517 901 0 5.77 44 517 70 69 100 101^ 405 402 102 103 201 ^02 203 331 901 I' e.'1 T I. 9. 3 ..., . A.
| |
| LP E7 ' S.e. .V.
| |
| 1 .t 4.*.
| |
| 2 9.14 25 517 70 69 100 101 405 t 2 102 103 104 105 5 201 202 203 204 901
| |
| ..% is$I?. ... A...* ( A. .v * .A4
| |
| *At los 5 ." Av.. .^6.A? a*1 .V ' A.. . 03.
| |
| . w.
| |
| I c u. . e.a...a =. gg.:.4 . 3.
| |
| s
| |
| : s. e. c. 9 '.^. 0 8.0
| |
| : n. s e..s 7.'
| |
| 5.'.9 p.
| |
| e4 4.).'
| |
| 4 0 .' '2 10^. '. #. '.
| |
| 2.". ' ". 4 ". . .; m. . . o.
| |
| Ov'. P.'. '. r. 1. 1 i M 105
| |
| . .s o. . c. 1.eQ ,.0
| |
| '.A.'. 1. 7 e8 ".. ' ".. . '^^.<. '.'.'.' "15. '
| |
| ..'".$ .0. ^). 1. 4 7*fs (.
| |
| I 11.6 ..I C.'
| |
| * 1 9. .s $. .$ .$ (... C. ..a . f. 9 6.. ... .. ...7.) . . 2. .$0
| |
| .e 9 .v 0 S.u.
| |
| . :e.n. Q 1.p. .i3 z.'0
| |
| . t '.
| |
| . ".0 J' 1 'P 9'' "4 '6'3 "it'.
| |
| 1.8 !!9 !"V 4 '.'^v
| |
| . . Q.(7 (.J. i.M. o. . ?
| |
| . ..1. n. 1.. 4 4. 9 ( . M. . ... i. t. ( "v . . { 3 t. h. . .({J O..^
| |
| 'l i M. .. . f. .Sv S 0..b 5
| |
| I t .h.
| |
| . Qf.AQ
| |
| . v g.{.1 5% .. C. ..* . e. t. .S i.PJ
| |
| . .t { i.s"
| |
| : v. .? .* .. .. ..( .. !. }
| |
| *l.>
| |
| i'n ..!
| |
| ..Y {.$5 T".,. 4
| |
| :: c .3 . .. ..o . .- .
| |
| : m. v .3... .... 4 t?g
| |
| ..a :.-
| |
| ( . T...4: .. . . ..
| |
| 3
| |
| .v ... .e * ... .. u. .. .gl .;; .. a. . :e... .- ../
| |
| I c. .?. 9
| |
| ..: . a. a.
| |
| ..%7 6...: .
| |
| c.
| |
| : 4. :...-
| |
| <>- , ::a.
| |
| .m. .
| |
| a
| |
| .v.<, .
| |
| a.#.
| |
| w 4 . o, 4
| |
| .o..
| |
| . .n... l '. 4 itJ' 'I .8
| |
| .. . ...4 ,c.
| |
| : n. i e- gs .,
| |
| v '' ". .8 ". . ; P. .i. '1'.6,
| |
| !". . l' 7. ". . 8 ' . ' .. " . . . ' C.. "v
| |
| | |
| 3/h!!i37 CA~$ N.: 2
| |
| ::;ta (ttightu Ass::iatts ht:t:: tite I :: re
| |
| ..... ..s.; ; e.s..:- .r.i :--ri. .
| |
| ;m: : -
| |
| . a . . ..v.n. .%:..: .:..,: .sa1 h-~a..:._.-
| |
| s
| |
| ^e. (.*
| |
| I( t .S.t
| |
| .. C. . e. g g.7 .
| |
| . . 0. .c. J.s
| |
| : i. n. E
| |
| . .M.
| |
| g..
| |
| 4 1 7
| |
| 2
| |
| }.-(
| |
| : v. 3.
| |
| .t J
| |
| ( . A.5
| |
| .s 4 . .se. .es.
| |
| ..{
| |
| 14 < s) .5..t 7.33 ...
| |
| .. ... . 1 7
| |
| ..: .....a .*3 n..3 g g,
| |
| : c. ... .v..J v. n l
| |
| \
| |
| 4.4 9{t.i Q ..n. . t 2 o.g
| |
| .. 2 .".^. .i 4 ' ..C ' ". .' '. ". . ' ". . '. 't 2. 3 '. i .' * *..C. '6s'^ 7. ' "s a 6
| |
| ! 1.g2 -
| |
| 1- 9 -en, J. :
| |
| 4 1m.. .9.).. !!*. 71V 14.4 1e6
| |
| -a
| |
| . 6. 56:. e f ^s . . 1 r.s e..n. n.... m..a. c. . ,) .
| |
| t.i.;
| |
| . 43.s.0 6.14 . 4.;) 8 .54 4v^$. V.? i^T v. .n. $v. 1s.. .S .So.l. 101 . 1"3.,
| |
| i 5.47 8?sJ E.95 . (Q.S 4.Q.S 1B.T . .SQ.. .. ?j? .M'J .?Q4 G.o!
| |
| **. "vQ{ Q
| |
| ... j.i.t.
| |
| J. C .i t p.3 {.f] .{3
| |
| .. . .{,8
| |
| . ?. .ji .( {.t 21{. . if. *J v.5
| |
| .. J.
| |
| *o. f C...a .
| |
| . .: 4J 3. c.'.
| |
| . 1*J' V !". '4''
| |
| . .. ". 1 'I'T ) 11' . .. " . ' 303 V..'-
| |
| 6 ^05 6 :L".
| |
| .S 3
| |
| . 8...
| |
| 2 J.. sE.. .
| |
| .71
| |
| *sJ 93 SS. ..,i 44
| |
| -ah 47J 11s
| |
| ..t St 6 4.. -A1 JJJ $.c. .t 6.4 $6 7J.*a.
| |
| (*7
| |
| .. 38.. . $. J.4. . n. . 4.,*. 98!
| |
| .vs av.
| |
| 3
| |
| ("C.
| |
| v 8M T;. . . O. . ( A.7
| |
| . .. .S n. . .M. .S S .. A. ..* v. t 7.H.
| |
| 4 l..
| |
| 1 C;
| |
| (** ..Jr ?. ( S.
| |
| ... $t,. 4 M. v
| |
| .A3
| |
| .ke .. f.,*J eV.*. A .kM.
| |
| *i
| |
| . V .'
| |
| 'f]
| |
| 6s, 0,v.4.
| |
| 525 901 0 !.93 Is 525 111 420 403 !!2 !!3 114 790 115 231 303 302 3't 901
| |
| . e, .a... .. .. t.s:.. o. . 4.> n. 43.3 1.2 ....J .. . . , . 79).. 15... :, :^: ...or; .. or..
| |
| . c. v,.
| |
| 2 C.w.6; 3 a.?.a
| |
| . i.1e. . *f (.n. .e .n. .S.?
| |
| . . 114 tiva5
| |
| ..t
| |
| ..s .M... .iM. . .St a
| |
| J .; .nt .s a
| |
| ;t.f.
| |
| t .?
| |
| . C. 4..VQ4 A..:? gi .8.*3 .{.
| |
| . .. j'A es 4M. v .to
| |
| ... ..4. 1 *t.2 4, ..E
| |
| ... .. { 0, n.Q
| |
| . 0.. . )
| |
| i 0.7 t 11 *t .*. ;. ..t .. s.*^es4V.at ..? g.1
| |
| ... ... .. 9 4 7;,a. .3
| |
| ..&... .7
| |
| .. e..S.S ...
| |
| . Se ler.J g ...A.
| |
| {,, c.;. u. .. . p.Q 4Q: . n. . . u. 7 . ,. .". ". ' i . .".C 9 ' .'-
| |
| .e pL.n<. . . .v. { ,g4 tw {3s s 4
| |
| : u. .t .
| |
| I L3)
| |
| . gu..Q 1
| |
| 9 e
| |
| 7..n.
| |
| : c. . 5.
| |
| 79 44 E..n, .c..
| |
| .e c. .ti) 9-
| |
| . . t.e.:
| |
| 1.r6 4 r .t..) ..$.2 .. 1.9A (
| |
| .. p. o -.J pc-4 , {. .3 .J 1,. .. 4.en, 4 n.
| |
| v 4 L'-
| |
| J
| |
| , i.3 ..
| |
| *.S
| |
| : 14. .i e.
| |
| 1' '.!* '9^.
| |
| ,lt. .I: 7. ;. n.
| |
| S . 19 8.. *17A. l..
| |
| 115
| |
| ... 5 .i6
| |
| . . . "v.
| |
| . e ..J.
| |
| d(4 lt.. &J1 C.gaV .$ ^ .JL335 .S.aj a
| |
| J' " . . . " . ' . 9P.
| |
| a
| |
| .s .i a. .9^t . 6ar,e
| |
| . 3c.:
| |
| . .a.. .
| |
| $4.
| |
| 6s9
| |
| :. ..].
| |
| 7J.as.
| |
| i .t .
| |
| .. v.Q
| |
| : 3. . :. c.. . .e rs.u.. . -3
| |
| : t. p. tn. 4: 1n.n.
| |
| .. e. r .w. gvs:
| |
| 3 pv.; .. n.. .a .v. v... .^o.. m. . .v 19 . -)l Y
| |
| . y.i ?.
| |
| . C. .C. . 5 E.4- 41.. . . J~i
| |
| $ a
| |
| . C. ..v V> {Q.. . (M.. 10.5 {$6 6 {Qi. .?o.{ Se. 6s .?Q1 ^^4
| |
| .v g s.. .
| |
| I 44.. 1.4. 44vV (f1 . . l.1
| |
| *e. '85
| |
| .C. M. Y. 6< ...t . .C .A 15 4.*.7
| |
| . 4. t.1 . 4.4 h*) 4..s5 M.1 . V..*J J. V.
| |
| .. . $ 6. ..
| |
| . ** ... (-)] . {.$ p.T .((. *;5 {.4.s ..
| |
| . ..{.51 .. tv..
| |
| . .t.L
| |
| .. ... (^^s
| |
| . . . . t. M. . v.V .i .%. .. SS.E . C. h.
| |
| n gvJ -
| |
| .e ... .. I6 e. ,
| |
| . .t.v. 4. . ...
| |
| : s. ... t.c s . 1.3 4..m. .4 .. the 14 .s .n.! .m.. .n.. .n.-) :3,
| |
| .J.
| |
| I t--
| |
| .J. gn9
| |
| .v. g .g.o..
| |
| 4 . e.f. .:.: .g .t .;-
| |
| l.
| |
| a e n. 46.
| |
| J pv
| |
| : v. .n, 'J 1.. g a
| |
| .t.v.
| |
| a ps
| |
| ..J J
| |
| J 4 r.
| |
| 54
| |
| : t. . 4.g er.g g.; ggt n.g
| |
| .t O t /7 t Jg .re vt 43.
| |
| .s.
| |
| e n. t.r.,5
| |
| .v
| |
| .s c.J,- ;n..
| |
| 9 P. .
| |
| 534 902 0 7.i2 63 531 1 3i0 2 320 3 4 104 105 106 107- 130 50: 502, 505 932
| |
| . .a...y .r1 n.4 ,
| |
| . .s n,9 3 n.r.
| |
| .s J 4 .a4 .v s 6 1 ,7 84V 4
| |
| -s
| |
| .ic., .e3 s c. .u.
| |
| .n.s p.t. u6 1).> .c.. .en.! .Jn. .uv 3 .u.1 ;v.
| |
| i e e..ts 1 n1nv 6.c. t u.
| |
| s .
| |
| . c. ,. p.
| |
| . : o. . me
| |
| ... .. e.t .4:
| |
| : 3. tv. u . o.. it.n .v... -w i .v. e.n.- J . .
| |
| n...; c.a..
| |
| . Q 3.64 . . n. u.t s. p.Q 4Qt. . o. . .{- . .J o. 4 p. ) n. . t. .n. { Jn.. :n.. . i.p. cm u.
| |
| . ;. .u.
| |
| I .
| |
| 4 ..n.. v.. sJ.
| |
| .u. .e. .t p.va ps .- .n..e { .n. . u. t t9U3 .0. 4 .m.
| |
| e4 p.n. 43J . .{.3 .m.. t '. 4 '17 '0 l .s s .v3 s
| |
| ' ' ."J 'A Ji'J .v. .' .#J 5 c, .".
| |
| .90;. .oc.5 -si n
| |
| <37
| |
| . :.n.. Q .vr.4
| |
| . 4., e.n.
| |
| . t.u.
| |
| . . c.. .. o. . 4.v. .m. . t '..' l '.3 ". 4 "t rf. " . . . " ...2".. ."v .' .U.1 C. ". .
| |
| I t
| |
| . 7.:.
| |
| 3 .. (.
| |
| . . .n.
| |
| v.,.
| |
| .n.
| |
| e n. . .u.g c..?. .c p.
| |
| .i.s:. .. o. . a.v.
| |
| c..
| |
| . . o.
| |
| . 4.a.
| |
| 1". . ! .". ' ..' 3. ". 4 r. tn. ". 5 " . . ' . " . .".a.
| |
| :n.. o. . - . ...
| |
| : 44. o. . g :3 .. ...
| |
| i.. ... ...
| |
| ' , .s.
| |
| :. .i n. v u... .
| |
| .J
| |
| .s.".
| |
| .m.s .' .V.
| |
| -^4
| |
| . c. .- ..
| |
| ^'
| |
| .i
| |
| :..u.
| |
| : g. .. 9 " . ..' i n.. 'ni ' '. ;. '. 0.' '" ' .'
| |
| I
| |
| : c. .u.- . 9.... . . ..c.3 .u.. . c. . t . Qn.. o. .. . t e. c. :J. . '. '. 7, 8 ". > s".'. ... .. 3~'a.
| |
| g e.. c. n.. :. ....n c; ar.., y. y.t p. .- . e. e.m, . .. .ps n.y :v.. en.,.
| |
| . .. . . . . . n.t. .. e. .t . . .. e n.. c . n.. c. .. -
| |
| I
| |
| | |
| . aos
| |
| !!26/ic37 C4?S FE 3 i;;irCreipter.As:ciatesIncu::tited i
| |
| FAIF LI5?Ini5 70i sa! EIG.4
| |
| .2 Co..r .r.:.:t i ., e. ..: ; : .a .
| |
| ..I3...
| |
| ( .m.. u .ne . e.n. . i . 4 . . 6,. .J: . . ar..,s.
| |
| o . c. .
| |
| . .n.3
| |
| . . 3.,
| |
| c
| |
| . 6 7 7,. 7.0 o:44 .cm. 9u-603 902 ". 10.5: 100 603 ' 59 100 10! 105 402 102 103 104 105 106 iG !!3 501 502 505 902 I 604 902 M 10.!C 100 604 4? 100 10: 405 402 102 103 104 105 106 107 53;' 501 502 505 9^2 605 902 M 12.03 100 605 71 70 69 100 101 4;5 402 102 103 104 105 106 107 !!0 501 502 505 902 I .
| |
| . l
| |
| . l
| |
| . I l
| |
| i I :
| |
| I I .
| |
| i I
| |
| l e
| |
| ,-..-n. , - . - - - - - . - - - - - - . - - . - - - , - - - - . , , - , _ _ . , , - - , _ , , , , , , . , - ,,--.,--n-,. - . . . , , - , - - . - - , . , - - _ , , , . . , , , , - - . - . - - - - _ _ _ _ , , , , . , - -
| |
| | |
| f 3/28/1987 CARS PAGE i tagerCreightonAsssciatesInterrerated LIM REPORT
| |
| ( ETWEX : SA3 TRIPIABLES: At:SMTE!P12
| |
| -SFEED- -COSI-I VOLUMES l LIE BXERO -At- -A2- -A3- -A4- TOTAL V/C OLD EV VEH. TOTAL t->510 0 0 0.00 35 35 102 0 510-) 1 0 146 146 0.10 35 35 102 14!92 0 146 146 204 14892 1-)522 0 0 0.00 35 35 54 0 522-) 1 0 240 240 0.17 35 35 51 12960 0 240 240 108 12960 1-)534 0 0 0.00 35 35 24 0 534-) 1 0 107 107 0.08 35 35 24 2568 0 107 107 48 2568 1-)390 1122 493 1615 0.45 50 50 68 109!20 390-) 1 0 0 0.00 50 50 68 0 1122 493 1615 136 109820 2-)390 0 0 0.00 50 50 68 0 390-) 2 1466 1013 2479 0.69 50 50 68 16!572 I
| |
| 1466 1013 2479 136 168572 I 2-) 11 11-) 2 1072 1072 0
| |
| 528 528 0 0.00 35 35 170 1600 1.14 35 35 170 272000 -
| |
| 1600 340 272000 0
| |
| 2-)320 1406 1424 2130 0.79 50 50 80 226400 320-) 2 0 0 0.00 50 50 85 0 1406 1424 2530 160 226400 2-)310 titt 117 1258 0.90 35 35 83 104414 310-) 2 0 0 0.00 35 35 83 0
| |
| !!41 !!7 1258 166 104414
| |
| ~
| |
| 3-)320 0 0 0.00 50 50 66 0 320-) 3 1763 1461 3224 0.90 50 50 66 2!2784 1763 1461 3224 132 21210 3-) 4 1206 1461 2667 0.74 50 50 47 125349 4-) 3 0 0 0.00 50 50 47 0 1206 146! 2667 94 125349 4-) 12 0 0 0.00 50 50 43 0 12-) 4 1200 117 1317 0.33 50 50 43 56631 1200 117 1317 86 56631 4-)102 132! 1187 2't$ 0.63 50 50 20 50300 .
| |
| 102-) 4 0 0 0.00 50 50 20 0 1328 1187 2515 40 50300 4-)104 1969 391 2360 0.59 50 50 231 545160 104-) 4 0 0 0.00 50 50 231 0 1969 391 2360 462 545160 5-)105 0 0 0.00 50 50 6 0 105-) 5 1497 184 16!! 0.28 50 50 6 10086 44C7 til 4.te ti 4 A/41 1
| |
| | |
| 3/28/1987 CAIS PAGE 2 RogertreightsaAssociattsIscarporated LINKREPORT
| |
| /
| |
| NETWRK:SA3 TRIPTABLES: At:SHIRIP12 VOLliMES -SPEED- -CBST-LINK BKERX0 -Al- -A2- -A3- -A4- TOTAL VIC OLD NEli YEH. TCTAL 5-)104 0 0 0.00 50 50 16 0 104-) 5 2053 310 2363 0.59 50 50 16 37808 2053 310 2363 32 37808 5-)201 1725 184 1909 0.32 50 50 31 59179 201-) 5 0 0 0.00 50 50 31 0 1725 188 1909 62 59179 5-) 6 2238 310 2548 0.64 50 50 18 45864 6-) 5 0 -
| |
| 0 0.00 50 50 18 0 2238 3,10 2548 36 45864 6-)106 0 0 0.00 35 35 7 0 106-) 6 609 609 0.38 35 35 7 4263 609 609 14 4263 6-)202 781 84 865 0.54 25 25 50 43250 202-) 6 0 0 0.00 25 25 50 0 781 84 865 100 43250 6-) 7 1972 226 2198 0.55 50 50 37 81326 7-) .6 0 0 0.00 50 50 37 0 1972 226 2198 74 81326 7-)107 0 0 0.00 25 25 6 0 107-) 7 1775 60 1835 0.76 25 25 6 !!010 1775 60 1835 12 !!010 7-)206 1378 153 1531 0.96 25 25 44 67364 206-) 7 0 0 0.00 25 25 44 0 1378 153 1531 88 67a4 7-) 77 2569 133 2702 0.68 50 50 82 221564 77-) 7 0 0 0.00 50 50 82 0 2369 133 2702 164 221564 11-)521 0 0 0.00 35 35 85 0 521-) 11 0 219 219 0.16 D 35 85 18615 0 219 219 170 18615 11-)520 0 0 0.00 35 35 85 0 235 0.17 35 35 85 19975 I
| |
| 520-) 11 0 235 0 235 235 170 19975 11-)523 0 0 0.00 35 35 144 0 523-) 11 0 74 74 0.05 35 35 144 10656 0 74 74 288 10656 12-)315 0 0 0.00 35 35 87 0 I 315-) 12 688 688
| |
| !!7 117 805 0.22 35 35 805 87 70035 174 70035 12-)700 1297 1297 0.81 35 35 215 278855 700-) 12 1297 1297 0.81 35 35 215 278855
| |
| | |
| I 3/28/1987 CARS RogerCreightanAssociatesIncernratti PAGE 3 )
| |
| LINKREPORT I NETWORK:SA3 TRIPTABLES: At:SHTRIP12 VOLUES -SFEED- -COST-LINK BKERND -Al- -A2-- -A3- -A4- TOTAL V/C DLC NEW VEH. TOTAL 69-)603 0 0 0.00 35 35 135 0 603-) 69 0 142 142 0.10 35 35 135 19170 142 270 19170 I
| |
| 0 142 69-) 70 0 0 0.00 50 50 25 0 70-) 69 903 561 1464 0.24 50 50 25 36600 ., 4 4 903 561 1464 50 36600 69-)604 0 0 0.00 35 35 154 0 604-) 69 0 16 16 0.01 35 35 154 2464 0 16 16 308 2464 1622 0.27 50 50 80 129760 69-)100 100-) 69 903 719 0 0.00 50 50 80 0 N
| |
| I 0
| |
| 903 719 1622 160 129760 70-)517 0 0 0.00 35 35 59 0 I 517-) 70 0 0
| |
| 153 153 153 0.!! 35 35 153 59
| |
| !!8 9027 9027 70-) 71 0 0 0.00 50 50 84 0 I 71-) 70 453 453 408 408 861 0.14 50 50 861 84 72324 ./6 168 72324 0 0.00 35 35 168 I 71-)605 0 0 605-) 71 0 132 132 0.09 35 35 168 22176 0 132 132 336 22176 71-) 72 0 0 0.00 50 50 25 0 72-) 71 219 276 495 0.08 50 50 25 12375 *M 219 276 495 50 12375 72-)518 0 0 0.00 35 35 132 0 518-) 72 0 176 176 0.13 35 35 132 23232 0 176 176 264 23232 72-)531 0 0 0.00 35 35 64 0 531-) 72 0 100 100 0.07 35 35 64 6400 l
| |
| 0 100 100 128 6400
| |
| = 77-)730 2966 133 3099 0.52 50 50 20 61980 .
| |
| 730-) 77 0 0 0.00 50 50 20 0 2966 133 3099 40 61980 100-)527 0 0 0.00 35 - 35 12 0 527-)100 0 204 204 0.15 35 35 12 2448 0 204 204 24 2448 100-)515 0 0 0.00 35 35 24 0 515-)100 0 303 303 0.22 35 35 24 7272 I 0 100-)101 1291 1226 303 303 2517 0.42 50 50 48 7272 57 143469 0 0.00 50 50 57 0
| |
| * 101-)100 0 1291 1226 2517 !!4 143469
| |
| | |
| 3/28/1987 CARS PAEE 4 IngerCreightent.ssociatesIncstpstated LIE REPOR7 NETii:RK: SA3 TRIP 7 ABLES: A!SWTRIP12 VOLUES -5 PEED- -COSI-LIE BKSUD -Al- -A2- --A3- -A4- TOTAL V/C OLD Eil VEH. TOTAL 101-)602 0 0 0.00 35 35 248 0 602-)101 0 163 163 0.12 35 35 248 40424 0 163 163 496 40424 101-)405 1509 1389 2898 0.48 50 50 63 182574 , f 2.
| |
| 405-)101 0 0 0.00 50 50 .63 0 1509 1389 2898 126 182574 102-)402 0 0 0.00 50 50 278 0 A02-)102 3400 2097 5497 0.92 50 50 2781528166 , 7, et
| |
| ~
| |
| 3400 2097 5497 556 1528156 102-)221 1869 1094 2963 0.74 50 50 80 237040 0 0.00 50 50 I 221-)102 0 80 0
| |
| !$49 1094 2963 160 237040 102-)103 3659 2190 5849 0.97 50 50 1821064518 6oE 103-)102 0 0 0.00 50 50 182 0 3659 2190 5849 3641064518 103-)201 1094 1150 2244 1.40 35 35 54 121176 I 201-)103 0 1094 1150 2244 0 0.00 35 35 54 108 121176 0
| |
| I 103-)104 3494 1040 104-)103 0 3494 1040 4534 0.76 50 50 4534 0 0.00 50 50 39 176826 39 78 176826 0 tPL I 104-)105 3691 !!21 105-)104 0 3691 !!21 4812 0.80 50 50 4812 0 0.00 50 50 14 67368 14 28 67368 0
| |
| ' 7 (,
| |
| 105-)710 0 0 0.00 50 50 25 0 710-)105 0 0 0.00 50 50 25 0 0 0 % 0 105-)106 3691 4628 0.77 50 50 16 74048 106-)105 0 937 0 0.00 50 50 16 0 .?3 3691 937 4628 32 74048 106-)107 3691 937 4628 0.77 50 50 37 171236 107-)106 0 0 0.00 50 50 37 0 e73 3691 937 4628 74 171236 107-)720 0 0 0.00 35 35 12 0 720-)107 0 0 0.00 D D 12 0 0 0 24 0 107-)830 3503 877 4380 0.73 50 50 100 438000 *yn 830-)107 0 0.00 50 50 100 0 I
| |
| 0 3503 877 43!0 200 438000
| |
| !!!-)516 0 0 0.00 35 3 220 0 5t6-)til 0 144 144 0.10 35 35 220 31680 0 144 144 440 31680
| |
| | |
| 3/28/1987 CARS PAGE 5 RsgerCreights:AneciatesIncorporatti I I LINKREPORT NETWORK SA3 7AIP TABLES : At:SHIRIP12 ,
| |
| VOLU!!ES
| |
| -SPEED- -COST-l I LlltX i11-)528 528-)111 BK51ND -Al- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 0
| |
| 0 410 0 0.00 35 35 410 0.29 35 35 33 33 13530 0
| |
| l 0 410 410 66 in30 111-)529 0 0 0.00 35 35 61 0 529-)111 0 311 311 0.22 35 35 61 18971 0 311 311 122 18971 111-)420 791 865 1656 0.46 50 50 123 203688 420-)111 0 0 0.00 50 50 123 0 791 865 1656 246 203688 112-)403 0 0 0.00 50 50 180 0 I 403-)112 2072 1192 2072 1192 3264 0.91 50 50 180 587520 3264 2089 0.35 50 50 121 252769 360 547520 112-)113 1209 880 I 113-)112 1209 0
| |
| 880 2089 0 0.00 50 50 121 242 252769 0
| |
| I 112-)221 1659 312 1971 0.33 50 50 121 238491 221-)112 0 0 0.00 50 50 121 0 1659 312 1971 242 238491 113-)114 0 681 681 0.17 50 50 12 8172 1 114-)113 0 746 746 0.19 50 50 12 8952 0 1427 1427 24 17124 I 113-)780 1441 780-)i13 1441 0
| |
| 945 945 2386 0.60 50 50 2386 0 0.00 50 50 96 229056 96 192 229056 0
| |
| 114-)221 0 0 0.00 50 50 20 0 221-)!!4 2641 1406 4047 0.67 50 50 20 8M40 2641 1406 4047 40 80940 114-)790 2913~ 1341 4254 0.71 50 50 133 565782 790-)i14 0 0 0.00 50 50 133 0 2913 1341 4254 266 565782 1 115-)231 656 649 1305 1.63 35 35 17 22185 231-)115 0 0 0.00 35 35 17 0 656 649 1305 34 22185 115-)790 0 0 0.00 50 50 88 0 790-)115 3738 1341 5079 0.85 50 50 88 44!952 3738 1341 5079 176 444952 115-)!!6 3738 692 4430 0.74 50 50 8 35440
| |
| !!6-)!!5 0 0.00 50 50 I
| |
| 0 8 0 3738 692 4430 16 E440 116-)231 1897 232 2129 0.35 50 50 20 42580 I
| |
| 231-)i16 0 0 0.00 50 50 20 0 1897 232 2129 40 42580
| |
| | |
| 1 1
| |
| 3/28/1987 CATS PAGE 6 5 legerCreights:Associateslacorporatti j LINKREP02T I NETERK : SA3 IllPTABLES: A!:SHitlP12 VOLUES -SPEEF -CCST-LINK BX5END -Al- -A2- -A3- -A4- TOTAL VIC OLD NEV VEH. TOTAL I !!6-)!!7 4116 460 4576 0.76 50 50 0 0.00 50 50 33 151008
| |
| !!7-)!!6 0 33 0 4116 460 4576 66 151008
| |
| !!7-)118 1222 195 1417 0.24 50 50 45 43765 118-)117 0 0 0.00 50 50 45 0 1222 195 1417 90 63765
| |
| !!7-)122 4019 265 4284 0.71 50 50 68 291312 122-)117 0 '
| |
| 0 0.00 50 50 68 0 4019 265 4284 136 291312 118-)780 0 0 0.00 30 30 232 0 780-)118 1309 945 2254 0.70 30 30 232 522928 1309 945 2254 464 522928 I
| |
| til-)119 1291 1140 2431 0.76 30 30 29 70499 I 119-)118 0 1291 1140 0 0.00 30 30 2431 29 58 70499 0
| |
| 742 1.24 25 25 3 2226 I
| |
| 119-)123 547 195 123-)119 0 0 0.00 25 25 3 0 547 195 742 6 2226 I 945 0.30 30 30 119-)120 0 945 5 4725 120-)119 0 0 0.00 30 30 5 0 0 945 945 10 4725 I 120-)910 910-)120 0 1210 0
| |
| 0 1210 1210 2.02 15 15 0 0.00 15 15 1210 5
| |
| 5 10 6050 0
| |
| 6050 120-)121 0 0 0.00 30 30 42 0 121-)120 1291 265 1556 0.49 30 30 42 65352 1291 265 1556 84 65352 121-)122 0 0 0.00 50 50 49 0 122-)121 1913 265 2178 0.36 50 50 49 106722 1913 265 2178 98 106722 122-)820 2413 2413 0.60 50 50 61 147193 82C-)122 2413 2413 0.60 51 51 61 147193 4826 4826 122 294386 123-)910 0 195 195 0.32 15 15 9 1755 910-)123 0 0 0.00 15 15 9 0 0 195 195 18 1755 201-)810 0 0 0.00 50 50 68 0 810-)201 1725 1957 0.49 50 50 68 133076 I
| |
| 232 1725 232 1957 136 133076 201-)202 925 1566 2491 1.56 35 35 26 64766 0 0.00 35 35 I
| |
| 26 0 202-)201 0 925 1566 2491 52 64766
| |
| | |
| l I
| |
| l 3/2!!!?!7 CARS PAE 7 1 IngerCreightonAssociatesIncorporated l l
| |
| I f LINKREPCET NETWOP.K:SA3 TAIPTABLES: AtSHTRIP12 i VOLUES -SPEED- -COST-LINK BK6KND -Al- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH, TOTAL 202-)203 925 1650 2575 1.61 35 35 9 23175 !
| |
| l 203-)202 0 0 0.00 35 35 9 0 925 1650 2575 18 23175 203-)301 172 1139 1311 2.18 25 25 6 7866 301-)203 0 0 0.00 25 25 6 0 172 !!39 1311 12 7866 203-)204 925 511 1436 0.90 35 35 2 2872 204-3203 0 ~
| |
| 0 0.00 35 35 2 0 925 511 1436 4 2872 204-)901 0 511 511 0.85 15 15 14 7154 0 0.00 15 15 I 901-)204 0 14 0 0 511 5tt 28 7154 204-)205 925 925 0.58 35 35 5 4625 205-)204 0 0 0.00 35 35 5 0 1 925 925 to 4625 205-)901 0 455 455 0.76 15 15 9 4095 901-)205 0 0 0.00 - - -
| |
| I 0 455 455 9 4095 I 205-)206 206-)205 0
| |
| 925 925 455 455 0 0.00 35 35 1380 0.86 35 35 1380 7
| |
| 7 14 0
| |
| 9660 9660 I 206-)303 303-)206 0
| |
| 781 781 302 302 0 0.00 35 35 1083 0.68 35 35 1083 28 28 30324 56 30324 0
| |
| 231-)810 1428 1660 0.41 50 50 20 33200 I 810-)231 0 232 0 0.00 50 50 20 0 1428 232 1660 40 33200 231-)303 781 649 1430 1.79 35 35 78 111540 303-)231 0 0 0.00 35 35 78 0 781 649 1430 156 111540 3r > 302 172 172 0.29 25 25 3 516 3;2-)301 0 347 347 0.58 25 25 3 1041 172 347 519 6 1557 301-)901 0 1486 1486 2.48 15 15 9 13374 901-)301 0 0 0.00 - -
| |
| 0 1486 1486 9 13374 302-)303 172 172 0.29 25 25 24 4128 347 0.58 25 25 I
| |
| 303-)302 0 347 24 8328 172 347 519 48 12456 302-)901 0 0 0.00 - - .
| |
| I 901'302 0 0
| |
| 0 0.00 15 15 0
| |
| 14 14 0
| |
| 0
| |
| | |
| 1mensat
| |
| ~ ' ~ " "
| |
| raee PAC A
| |
| "~ ~
| |
| E RegerCreights: 5 sin [i$teslacorporated I I LINKREPORT NETE!K: SA3 TRIPTABLES: A1:SHT41P12
| |
| -YOLU?.ES
| |
| -SPEED- -COST-I LINK 310-)401 401-)310 BKERND -Al- -A2- -A3- -A4-- TOTAL V/C OLD liEW VDI. TOTAL 0
| |
| 644 37 0 0.00 35 35 255 681 0.49 35 35 255 173655 0
| |
| 644 37 681 510 173655 310-)320 603 37 640 0.46 35 35 47 30080 320-)310 0 0 0.00 35 35 47 0 603 37 640 94 30080 310-)315 1141 117 1258 0.35 35 35 33 41514 315-)310 0
| |
| ~
| |
| 0 0.00 35 35 33 0 1141 !!7 1258 66 41514 315-)750 738 738 0.46 40 40 362 267156 0 0.00 40 40 362 I 75F)315 0 0 738 738 724 267156 390-)401 0 0 0.00 35 35 71 0 I 401-)390 0 0
| |
| 175 175 175 0.13 35 35 175 71 12425 142 12425 0 0.00 35 35 135 I 39F)524 0 0 524-)390 0 345 345 0.25 35 35 135 46575 0 345 345 270 46575 I 401-)St1 511-)401 0
| |
| 0 0
| |
| 105 105 105 0 0.00 35 35 123 105 0.07 35 35 123 12915 244 12915 0
| |
| I 401-)533 533-)401 0
| |
| 0 0
| |
| 107 107 107 0 0.00 35 35 300 107 0.08 35 35 300 32100 600 32100 0
| |
| 402-)525 0 0 0.00 35 35 102 0 525-) 402 0 188 188 0.13 35 35 102 19176 0 188 188 204 19176 402-)405 0 0 0.00 50 50 29 0 405-)402 1509 1491 3000 0.50 50 50 29 87000 ,f p 1509 1491 3000 58 87000 402-)513 0 0 0.00 35 35 130 0 513-)402 0 418 418 0.30 35 35 130 54340 0 418 418 260 54340 403-)508 0 0 0.00 35 35 321 0 508-)403 0 91 91 0.06 35 35 321 29211 0 91 91 642 29211 403-)(20 0 0 0.00 50 50 72 0 I 420-)403 994 948 1942 0.54 50 50 72 139824 994 948 1942 144 139824 403-)526 0 0 0.00 35 35 170 0 I 526-)403 0 0
| |
| 153 153 153 0.!! 35 35 170 26010 153 340 26010 ,
| |
| | |
| I .
| |
| n 3/23/lW CAE5 FAA i
| |
| '[]
| |
| RegerCreighlanAssociateslaterperated I ( NETWORK:SA3 TRIPTABLES: At:SHIRIP12 LINKREPORT VOLT?ES -SPEED- -CBST-LINK 8KERND -A!- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL I 405-)535 0 0 0.00 35 35 64 0 535-)405 0 102 102 0.07 35 35 64 6528 0 102 102 128 6528 420-)536 0 0 0.00 35 35 85 0 536-)420 0 83 83 0.06 35 35 45 7055 0 83 83 170 7055 501-) U0 0 0 0.00 25 25 38 0 875 0.73 25 25 38 33250 I
| |
| N0-)501 875 ~
| |
| 875 875 71 33250 501-)830 0 0 0.00 50 50 20 0 I 830-)501 4956 4956 877 877 5833 0.97 50 50 5833 20 116660 40 !!6660 l,o5 501-)502 8U 1768 1.10 25 25 3 5304 I
| |
| 891 502-)501 0 0 0.00 25 25 3 0 891 8U 1768 6 5304 I 502-)505 505-)502 0
| |
| 0 0
| |
| 8U 8U 877 0.49 25 25 0 0.00 - -
| |
| 877 3
| |
| 3 2631 2631 I 502-)503 503-)502 891 0
| |
| 891 891 0.56 25 25 0 0.00 25 25 891 3
| |
| 3 6
| |
| 2673 2673 0
| |
| 503-)902 0 133 133 0.22 15 15 5 665 902-)503 0 0 0.00 - -
| |
| 0 133 133 5 665 503-)504 0 0 0.00 25 25 3 0 504-)503 891 133 1024 0.64 25 25 3 3072 891 133 1024 6 3072 504-)730 0 0 0.00 50 50 55 0 730-)504 3466 133 3599 0.60 50 50 55 197945 3466 133 3599 !!0 197945 505-)830 0 0 0.00 15 15 5 0 830-)505 0 0 0.00 - - -
| |
| 0 0 5 0 505-)902 0 877 8U 0.73 15 15 5 4385 902-)505 0 0.00 15 15 5 0 I
| |
| 0 0 8U 877 to 4385 506-)515 0 95 95 0.07 35 35 116 !!020 I 515-)506 0 0 95 0 0.00 35 35 !!6 95 232 !!020 0
| |
| 507-)525 0 91 91 0.06 35 35 147 133U I 525-)507 0 0 91 0 0.00 35 35 147 91 294 13377 0
| |
| | |
| O O 3/28/1987 CARS legertreightenAssociateslaterporatti PAE to LIE REPORT I IETWOR : SA3 TRIPTABLES: A1=SHIRIP!2 I LIE 509-)512 0 149 VOLUMES -SPEED- -COSI-BKSHD -Al- -A2- -A3- -A4- TOTAL V/C OLO ltEW VEH. TOTAL 149 0.11 35 35 12 1788 512-)509 0 0 0.00 35 35 12 0 0 149 149 24 1788 512-)524 0 254 254 0.18 35 35 90 22840 00.00 35 35 I
| |
| 524-)512 0 90 0 0 254 254 180 22840 513-)519 0 0 0.00 35 35 35 0 I 519-)513 0 0
| |
| 235 235 235 0.17 35 35 235 35 70 8225 8225 514-)526 0 54 56 0.04 35 35 147 8232 I 526-)514 0 0 56 0 0.00 35 35 147 56 294 0
| |
| 8232 I 516-)532 532-)516 0
| |
| 0 0
| |
| 69 69 0 0.00 35 35 69 0.05 35 35 69 76 76 152 5244 5244 0
| |
| 527-)601 0 0 0.00 35 35 203 0 5 601-)527 0 167 167 0.12 35 35 203 33901 0 167 167 406 33901 528-)530 0 0 0.00 35 35 35 0 530-)528 0 243 243 0.17 35 35 35 4505 0 243 243 70 8505 530-)537 0 0 0.00 35 35 116 0 537-)530 0 108 108 0.08 35 35 116 12528 0 108 108 232 12528 700-)710 981 981 0.61 35 35 61 59841 710-)700 0 0 0.00 35 35 61 0 981 981 122 59841 710-)720 1006 1006 0.63 35 35 66 66396 720-)710 0 0 0.00 35 35 66 0 1006 1006 132 66396 720-)730 1084 1084 0.68 35 35 125 13 500 730-)720 0 0 0.00 35 35 125 0 1084 1084 250 135500 730-)820 0' 0 0.00 50 50 80 0 I
| |
| I '
| |
| 820-)730 2541 2541 2541 0.64 50 50 2541 80 20I280 160 2032!0 750-)760 547 547 0.34 40 40 86 47042 I 760-)750 0 547 0 0.00 40 40 547 16 172 47042 0
| |
| I 760-)770 770-)760 925 0
| |
| 925 0.58 40 40 170 !$7250 0 0.00 40 40 {0 ,_
| |
| 0
| |
| | |
| . l l
| |
| .G 5 3/28/i987 C4iS PasEti legerCreightseAssociateslocarporated Lle. REPORT I NETWORK:SA3 TRIPTABLES: AirSHT21P!2 VOLW.ES -SPEED- -CD$i--
| |
| i LINK BKERND -Al- -A2-- -A3- -A4-- TOTAL VIC OLD NEV VEH. TOTAL 780-)790 1300 1300 0.81 35 35 66 85800 790-)780 0 0 0.00 35 35 66 0 1300 1300 132 85800 790-)800 978 978 0.61 35 35 71 69438 800-)790 0 0 0.00 35 35 71 0 978 978 142 69438 800-)810 1022 1022 0.64 35 35 33 33726 I '810-)500 1022 0
| |
| 1022 0 0.00 35 35 33 66 33726 0
| |
| 810-)820 1275 1275 0.80 35 35 139 177225 I 820-)810 1275 0
| |
| 1275 0 0.00 35 35 139 278 177225 0
| |
| I I
| |
| I I
| |
| ;I I
| |
| I I
| |
| I s i
| |
| lI I
| |
| | |
| I 3/29/198T CARS PAGE i RegerCreightonAsssciateslaterrerated CETAILN00EREPORT i I NETWORX : sa3 TRIPTABLES: A!:SHTIIP!2 INTERSECTIONI 5 LOCATION:NulIHSTPXWY I F105 VOLVRES DIt NODE APP HVH BKEEND -At- -A2- -A3- -A4- TOTAL N 105 SB L 184 184 E 104 WB L
| |
| -310 310 I S 201 NB L T
| |
| I W 6 EB R
| |
| I INTERSECTIONi 6 LOCATION:NORTHSTPKWY I FROM -VOLU!'ES-DIR N00E APP MVR BKERND -Al- --A2- -A3- -A4- TOTAL 106 SB L I
| |
| N E 5 W3 L 84 84 I i 226 226 i
| |
| S 202 NE L R
| |
| U 7 EB L t
| |
| B I 1 I
| |
| I
| |
| | |
| 3/29/1987 CAIS PAEE 2 I RigerCreightsaAssociattsincorporated I
| |
| DETAILN00EREPORT ETECH : sa3 TRIPTABLES: A! SHTIIP12 I INTEP.SECTIONi 7 LOCATION:NORTESTPKVY ,
| |
| F205 YOLU?iS-018 N0DE APP NM BKiUD -At- -A2- -A3- -A4- TOTAL M 107 S8 L 60 ' 60 E 6 W3 L 93 93 133 133 206 NB L I
| |
| S T
| |
| I W 77 G L R
| |
| I INTERSECTION I 103 LOCATION:100TE495 I
| |
| FROM VOLUMES--
| |
| Olt N00E APP M'iM BKERMD -At- -A2- --A3- -A4- TQTAL N S3 L i
| |
| I E 102 WB L 1150 1150 i 1040 1040 i I I S 201 NB L T
| |
| I E 104 0 L I
| |
| I I L k I
| |
| | |
| 3/29/1987 CAI5 PAGE 3 tagerCrtishts: AssociatesIncorporated l DETAIL E DE REPORT I NETEAX : sa3 illPTA!LES: A!SHTIIP12 I INTERSECT!0N I 104 LOCAi!0N:ROVIE495 I FiOR VOLl,?.ES-DIR ODE AFP MV!! BKERND -At-- -A2- -A3-- -A4- TOTAL 4 $8 L 42 42 I
| |
| N i 201 201 1 148 148 I E 103 WB L i
| |
| I 109 1 73 109 973
| |
| $ 5 N3 L I
| |
| W 105 G I
| |
| I INTERSICTION i 105 LOCAi!ON: ROUTE 495 I FROM VOLUMES---------
| |
| DIR Mf! AFP MVR BX5AND --At- -A2- -A3- -A4-- TOTAL I N 710 $3 L i
| |
| t E 104 WB L 184 184 i i 937 937 t
| |
| S 5 NB L I
| |
| ; W 106 G L I .
| |
| E
| |
| 'I .
| |
| l
| |
| ;I
| |
| | |
| ~
| |
| , 3/29/1957 CARS PAGE 4 RegerCreightenAssociateslocarrerated I
| |
| DETAILN00EREPORT NETWORK:sa3 TRIPTABLES: Ats!HTRIP!2 I INTERSECT!0N I 106 LOCATION: ROUTE 495 FROM VOLUMES DIR N0DE AFP m EKERND --Al-- -A2- -A3- -A4-- TOTAL N 58 L I i E 105 WB L 937, 937 6 NB L I
| |
| T '
| |
| R W 107 EB R
| |
| I INTERSECTION i 107 LOCAI10N:
| |
| I FROM VOLUMES--
| |
| Olt N00E AFP m BKEPJtD --At- -A2- -A3- -A4- TOTAL l l
| |
| N 720 S8 L T
| |
| I l E 106 WB L 60 60 i
| |
| 5 R 177 877 I S 7 NB L T
| |
| R W 830 0 R
| |
| R I
| |
| 1 I l I l l
| |
| | |
| 3/29/1987 CARS PAEE 5 RegerCreightsa,Associateslacorporated CETAILN00EREPORT NETWORK:sa3 TRIPTABLES: Ats!HTRIP!2 I INTERSECTION I i15 LOCATION: SOUTHSTPRKWY I
| |
| FROM VOLUMES---
| |
| IIR N00E APP r/R BKERND -A1-- -A2- -A3- -A4- TOTAL N 231 SB L I
| |
| 790 WS L I
| |
| E T -692 692 R 649 649 5 NB L T
| |
| R H !!6 EB R
| |
| 1 l
| |
| INTERSECTION I !!6 LOCATION: SOUTHSTPKWY I FRON VOLurIS-----
| |
| DIR N00E APP r/M BKERNO -Al- -A2-- -A3- --A4-TOTAL 231 SB L I
| |
| N l
| |
| E 115 WS L -
| |
| I T R
| |
| 460 232 460 232 R
| |
| W 117 El L R
| |
| I I
| |
| I I
| |
| | |
| I
| |
| ~
| |
| I 3/29/1987 CARS later(reightonAssociateslacarporated PAGE &
| |
| I DETA!LNCDEREPORT NETW0lK:sa3 TRIPTABLES: AirSHTIIP12 I INTERSECTION i i18 LOCATION: R07TE27 i
| |
| l FRCN VOLL?iS 011 N0DE APP MR BX5RhD -Al-- -A2- -A3-- --A4- TOTAL N 117 $8 L I 195 195 E 780 WB L 945 945 N3 L I
| |
| S T
| |
| I W 119 B L i
| |
| I INTERSECTIONi !!9 LOCAi!0N: ROUTE 27 I F10R -VOL'JRES------
| |
| DIR N0DE APP WM BK5RND -Al- --A2- -A3-- -A4- TOTAL N $8 L I i E !!! WB L
| |
| ,195 ,195 g ; 45 45 I 5 123 N8 L I
| |
| I W 120 0 t
| |
| E
| |
| .I I
| |
| I -
| |
| | |
| I i 3/29/1987 CARS PAfI 7 I tagerCreightenAssetiatesIncorporated l DETAILN0DEREPORT I
| |
| NETW M : sa3 TilPTA!LES: At=SHIRIP12
| |
| .I INTERSECTION I 120 LOCATION: ROUTE 27 I FRCH -VOLUFiS--
| |
| DIR N00E AFP Fl3 DilND -At- -A2- -A3-- -Al-- TOTAL l N S8 L I I E 119 WB L 945 945
| |
| ,I i
| |
| * R I S 910 NB L T
| |
| I l
| |
| W 121 E3 L I 245 265 I INTERSECil0X l !!!
| |
| LOCATION: ROUTE 27 I FIM - VOLUP.!S------
| |
| Olt N00E APP M'IR EilX3 -At- -A2- --A3-- -A4-- TOTAL N 122 $8 L 265 245 f
| |
| I E 120 WB L i
| |
| i t
| |
| W El L i
| |
| t
| |
| ~
| |
| I '
| |
| I ;
| |
| I
| |
| ~
| |
| | |
| I 3/29/1987 Roger Creightu Associates locarporated CATS PAGE 8 I I CETAllNODEREPORT NETWORK:sa3 TAIPTA!LES: A! SHIRIPt2 I INTERSECTION I 123 LOCATION:NEV!!IDGEROAD FR0!!
| |
| V0'RES---
| |
| DIR NDDE APP MVH BK6KND -Al- -A2- -A3- -A4- TOTAL N 119 58 L I 195 195 E W8 L I ;
| |
| NB L I
| |
| S i
| |
| I W 910 0 L I
| |
| INTERSECTION i 201 LOCATION: OLDCOUNTAfICAD
| |
| ---- --YCLU.".ES-FROM E DIR N00E APP HVM BK6tX0 -Al- -A2- -A3- -A4-- TOTAL N 5 $8 L I i i 150 184 334 E 103 WB L i 1150 1150 E
| |
| $ 810 NB L 232 232 i
| |
| t W 202 B L I
| |
| .I
| |
| !I
| |
| :I I .
| |
| | |
| 3/29/1987 CARS PAGE 9 RegerCreightonAssociatesInterparated CETAllN0DERIP0li NETWORK:sa3 illPTABLES: A1:SHillP12 I INTERSECTION i 202 LOCATION: OLDCOUNTRYROAD FRCH --VOLUMES--
| |
| IIR N0DE AFP MVM BK6RND -At- --A2- -A3- -A4- TOTAL E
| |
| N 6 $8 L !!7 !!7 I i R
| |
| 184 90 84 184 174 201 WB L 93 I
| |
| E 93 i 301 T566 1867 R 70 70 I S N8 L i
| |
| I I
| |
| W 203 B L 130 130 T 310 310 R 23 23 I INTERSECT 10N i 203 LOCATION: OLDCOVNTRYROAD FROM --VOLUP.ES----
| |
| O!! N0DE APP HVH BKSAND --Al- -A2- -A3- -A4-- TOTAL N SB L T
| |
| R I E 202 WB L i
| |
| R
| |
| !!39 511
| |
| !!39 511 S 301 NB R
| |
| W 204 0 L i
| |
| 2 I
| |
| I
| |
| -.pw.----- ---
| |
| | |
| 3/29/1987 CARS PAGEto RogerCreightenAssociateslacarporated DETAllNODEREPORT NETWORK:sa3 TRIPTABLES: At SHIRIP!2 I INTERSECTION i 204 LOCATION: OLDCOUNTRYROAD .
| |
| FR05 -V0LUMES DIR N0DE APP NVM BK6RND -Al- -A2- -A3-- -A4- TOTAL N EB L
| |
| :I I E 203 h1 L 511 511 i -
| |
| R S 901 N2 L i
| |
| R I W 205 B L i
| |
| R INTERSECTION I 205 LOCAi!0N: CLDCOUNTRYROAD FROM -----VOLUMES-D!R NODE APP MVM BK6END -Al-- -A2-- -A3-- -A4-- TOTAL N SS L I ;
| |
| 204 WB L I
| |
| E T
| |
| R I $ 901 NB L T
| |
| R V 206 0 L i
| |
| R 455 455 I
| |
| I .
| |
| .I
| |
| | |
| 3/29/1987 CARS PWt!!
| |
| tager Creigt. ten Asssctates lacarporated OETAILNODEREPORT l NETW0tX 543 TRIPTA3LES: AtSHitIP12 INTERSECTION i 206 LOCATION: OLDCOUNTRY20.
| |
| FROM ' VOLUMES-DIR N:0E APP MVM BAGAMC -Al- -A2- -A3- -A4- TOTAL N 7 SB L 90 153 '243 I i t
| |
| 558 42 558 42 E 205 WB L 70 70 I
| |
| T 361 361 R 33 33 5 303 NB L && 86 i 262 262 1 43 302 345 I ll 1
| |
| i t
| |
| INTERSECTION I 231 LOCAi!0N: RD'JTE 135 I FROM -----VOLUMIS---
| |
| Olt N00E APP HVM D.ilx0 -Al- -A2- --A3- -A4- TOTAL M 810 SB L I ;
| |
| 115 b'3 L I
| |
| E ,
| |
| T 649 649 I
| |
| I S !!6 N3 L i
| |
| I 232 232 W 303 El L I
| |
| I
| |
| 'I <
| |
| ~.
| |
| I
| |
| ~
| |
| | |
| 3/29/115T CAIS PAGE12 toger Creightsa Asssetates Incarnrated DETAllNODEREPORT I
| |
| NETW0iK:sa3 it!PTABLES: A! SHillP!2 I INTERSECTION l 301 LOCAT10N:NEWSOUTHROAD F10M --VOLUMES-- l 0!R NODE AFP MVR EkiRND -Al- -A2- -A3- -A4-- TOTAL l l
| |
| N 203 SB L T
| |
| I !!39 !!39 E WB L I
| |
| $ 302 NB L 347 347 i
| |
| i W 901 D L T
| |
| I INTERSECTION I 302 LOCATION:NEW$0VIHROAS rigs I
| |
| -VOLUMES------
| |
| Olt N00E APP MV5 BX5iX0 -Al- --A2- --A3-- -l.4-- TOTAL N 301 SS L t
| |
| WB L I
| |
| F T .
| |
| I I S 303 NB L T
| |
| I 347 347 W 901 O L I -
| |
| I' I
| |
| I I
| |
| | |
| I 3/29/1987 CARS RagerCroishtenAtisciates!acarporated PAGE13 OETAILNMEREP0ii I NETWDEK: 543 It!PTABLESI At SHIRIPt2 I INTERSECTION I 303 LOCAi!ON: R0'JTE 107 FROM VOLUMES-~
| |
| Olt N00E APP MVM BXERND -Al- -A2- -A3- -A4- TOTAL N 302 SB L I E W3 L i
| |
| R ,
| |
| S 23t NB L 302 302 347 347 I W 206 E8 L T
| |
| t.
| |
| .I INTERSECTION i 501 LOCATION: R7JTE 495
| |
| -VOLUMES--~~
| |
| I FROM DIR NME APP RVN BX5END -Al- -A2- -A3- -A4- TOTAL N DO 58 L I i 1
| |
| 333 105 333 105 E 830 WB L 97 8U 974 I T I
| |
| 145 116 145
| |
| !!6
| |
| ;g S 502 NB L !!3 113
| |
| 'g i 248 248 t
| |
| l
| |
| ., t I
| |
| .I ,
| |
| f
| |
| | |
| i g 3/29/1987 (ARS PAGE14 I
| |
| l I
| |
| g Restr Cttighten Associates lacorporated l OE!AILN00EREPORT NETW3RK:sa3 TEIPTABLES: AtS}iTRIP12 IN!ERSECTION I 502 LOCATION:WILLISAVE l 1
| |
| FICM VOLUMES - - -
| |
| DIR NCDE AFP WM BKEEND -Al- -A2- -Al- -A4- TOTAL ;
| |
| X 501 SB L 121 877 99!
| |
| T 33 33 i
| |
| E 505 WB L i
| |
| R S 503 NB L T Ut 31 t 78 78 l
| |
| W El L i i I
| |
| INTERSECTION I 503 LOCATION: WILLIS AVE FROM ---
| |
| VOLUMES-----
| |
| l DIX N00E AFP MVM BK5RND -Al-- --A2- -A3- -A4-- TOTAL N 502 $8 L E 902 WB L lI 504 NS L I
| |
| \
| |
| 1 1 133 133 I W EB L T
| |
| I
| |
| [
| |
| | |
| I 3/29/1987 CARS lagerCreights: Alleciates1cerparatti PAGE 15 -
| |
| )
| |
| I DETAILNMEREPORT NETW0tXtsa3 TilfTABLES At SHillP12 I INTERSECT 10N I 504 LOCATION:VILLISAVE
| |
| * I i
| |
| F105 VOLUMES--
| |
| Olt NODE APP HVM BK6RC -Al- -A2- -A3- -A4- TOTAL N 503 58 L T
| |
| I E 730 EB L T .
| |
| ~ '
| |
| I 133 133
| |
| $ NB L T
| |
| R W EB L T
| |
| I I INTERSECI10N I 505 LOCATION: ACCESS ROAD
| |
| ---VOLUMES----
| |
| I FROM DIR NME AFP HVH BKSEE -Al- -A:- --A3- -A4- TOTAL N SB L T
| |
| I E 830 EB L i
| |
| I i
| |
| I S 902 NB L I
| |
| I E 502 EB I 877 877 ,
| |
| i i
| |
| | |
| 9 I
| |
| I lI I
| |
| I "*"''''''^
| |
| I I
| |
| I
| |
| ,I t
| |
| 1 i
| |
| I ,
| |
| | |
| - ~ ~ -
| |
| .s STUDY NETWORK FOR EVALUATION OF l [" PROPOSED SHOREHAM EVACUATION PLAN
| |
| ; i.
| |
| t w
| |
| hb ,5
| |
| ,,- ~." %'-.
| |
| 512$
| |
| /
| |
| 8 21 o03 au
| |
| ~
| |
| Roslyn m T2C p m '* *
| |
| * 10 4 5e2 ~
| |
| $g6t4 l v 5
| |
| * M3 3; kej .
| |
| ?
| |
| 201 %
| |
| $' f art 7" Hickswaie : i I s., i i t. ero ,
| |
| 122 tw I, 4
| |
| g
| |
| * I ' C' ,Setirnare l',
| |
| ' ' >y,\_ c 1\/
| |
| B
| |
| [ .. "'c k ''i 8'' 202 A 203 2os e Roslyn
| |
| \' c''
| |
| 2 Bellmore L301 901 '' g '-
| |
| Volume / Capacity Ratio
| |
| ' "' t-
| |
| .. 3, m ''O a f.0 _ t.2 p 902 >
| |
| d~ /
| |
| ir _
| |
| p .... r
| |
| ,,a+
| |
| =
| |
| [
| |
| - n "'
| |
| i 1
| |
| r
| |
| $2 I'
| |
| I
| |
| | |
| l EXHIBIT 17A #3 O )
| |
| E'HOREMAM
| |
| -O~ ...
| |
| , ,,, , , ,s o
| |
| -/
| |
| T T; 93. "*i+5"JkiiY" x gp g Also Available On Aperture Card
| |
| /
| |
| ,,o N ,
| |
| * 05 Roslyn , m
| |
| [ ,A N<...iii.
| |
| ?"
| |
| ~3 L
| |
| i g Lo.d Nod. d A $6mpi. Nod. sao,e a,,
| |
| ii
| |
| . o.i.ii.d Nod. <
| |
| l231 I
| |
| '=
| |
| p y ,,,
| |
| u
| |
| = _
| |
| - Prepared ey *. FIOGER CREIGHTON ASSOCIATES, K G M
| |
| \
| |
| l
| |
| $704 230 2M-of
| |
| | |
| 2 A - - -----
| |
| A ,p. _ ._,.. - _
| |
| I
| |
| .I I
| |
| I Exhibit 18 I
| |
| .I I
| |
| I
| |
| | |
| Exhibit 18 I l ASSIGNMENT 4 I EPZ Trips: 50 % of all trips from the EPZ = 29202 trips.
| |
| i Routings: Routes assigned by LILCO.
| |
| Background Traffic: 100 % on all links.
| |
| Other Evacuating Traffic:
| |
| 50 % of non-EPZ Suffolk County Residents = 195753 50 % of EPZ not going to reception centers = 14601 Subtotal = 210354 Suffolk County Commuters to points west = 119118 Net increase in background traffic = 91237 corresponds to an hourly volume of 7603 This increase was spread over the available seven alternative routes at the Suffolk County Line. Traffic was allocated first based on the available capacity on the routes. Since it actually exceeded the available capacity the excess was I allocated based on the capacity of the routes. The basis of this computation is given below:
| |
| Increm. Total 1-Way Back Traffic Back +
| |
| 1-Way 24-Hr. 1-Hr. 50% + Avail. Other Other Roadway Cap. Back Back EPZ EPZ Capac. Evac. Evac.
| |
| Route 109/24 1600 32,700 1022 1022 578 46 1646 Route 25 2000 41,500 1297 1297 703 57 2057 Route 495 5550 117,100 3659 931 4590 960 159 4779 Northern St. 4000 63,000 1969 360 2329 1671 115 3755 I Pkwy.
| |
| Southern St.
| |
| Pkwy.
| |
| 6000 119,600 3738 1143 4881 1120 172 5029 Route 27 3200 43,400 1356 1356 1844 92 3292 I Route 25A 800 23,600 738 738 63 23 823 Total 23,150 440,900 13,788 6938 665 21,381 The total background + other evacuation volume was used as the basis for volumes on each of the east / west links.
| |
| I
| |
| | |
| 3/28/1987 CA85 PAGE i RogerCreightonAsieciattiIncorporated
| |
| , LINKREPORT
| |
| ' NETiiOIK : SA4 TRIPIA!LESI At:SHTRIP50 VOLUMES -SPEED- -COST-LINK 8K51ND -Al- -A2- -A3- -A4- TOTAL V/C OLD NEil VEH. TOTAL 1-)510 0 0 0.00 35 35 102 0 510-) 1 73 0.05 35 35 102 I
| |
| 0 73 7446 0 73 73 204 7446 1-)522 0 0 0.00 35 35 54 0 I 522-) 1 0 0
| |
| 120 120 120 0.09 35 35 120 54 108 6480 6480 1-)534 0 0 0.00 35 35 24 0 I 534-) 1 0 0
| |
| 53 53 53 0.04 35 35 53 24 48 1272 1272 I 1-)390 1122 246 1368 0.38 50 50 68 93024 390-) 1 0 0 0.00 50 50 68 0
| |
| !!22 246 1368 136 93024 I 2-)390 390-) 2 1466 1464 0
| |
| 420 420 0 0.00 50 50 1886 0.52 50 50 1886 68 68 128248 136 121248 0
| |
| 2-) 11 0 0 0.00 35 35 170 0 11-) 2 1072 265 1337 0.95 35 35 170 227290 1072 265 1337 340 227290 2-)320 1406 457 1863 0.52 50 50 l0 149040 320-) 2 0 0 0.00 50 50 80 0 1406 457 1863 160 149040 2-)310 !!41 228 1369 0.98 35 35 83 113627 310-) 2 0 0 0.00 35 33 83 0 1141 228 1369 166 !!3627 3-)320 0 0 0.00 50 50 66 0 320-) 3 1763 562 2325 0.65 50 50 66 153450 1763 562 2325 132 153450 3-) 4 1206 562 1768 0.49 50 50 47 83096 4-) 3 0 0.00 50 50 47 0 I
| |
| 0 1206 562 1768 94 83096 4-) 12 0 0 0.00 50 50 43 0 I 12-) 4 1200 1200 228 228 1428 0.36 50 50 1428 43 61404 86 61404 4-)102 1328 431 1759 0.44 50 50 20 35180 102-) 4 0 0 0.00 50 50 20 0 1328 431 1759 40 35180
| |
| (
| |
| 4-)104 3755 4114 1.03 50 50 231 950334 I
| |
| 359 104-) 4 0 0 0.00 50 50 231 0 3755 359 4114 462 950334 I 5-)105 105-) 5 1497 0
| |
| 170 0 0.00 50 50 1667 0.28 50 50 6
| |
| 6 10002 0
| |
| | |
| ~
| |
| 3/28/1987 CAR $ PAGE 2 RogerCreightonAssociateslacarporated LINKEEPORI I NETWORX: SA4 TRIPTABLES: At=SHIRIP50 I LINK 5-)104 BX6HD -Al- -A2- -A3- -A4--
| |
| 0
| |
| -VOLWES -SPEED- -C057-TOTAL V/C OLD NEW VEH. TOTAL 0 0.00 50 50 16 0 I 104-) 5 3839 3839 440 440 4279 1.07 50 50 4279 16 68464 32 68464 5-)201 1725 170 1895 0.32 50 50 31 54745 I 201-) 5 1725 0
| |
| 170 0 0.00 50 50 1895 31 62 58745 0
| |
| 5-) 6 4024 4464 1.12 50 50 18 80352 I
| |
| 440 6-) 5 0 -
| |
| 0 0.00 50 50 18 0 4024 440 4464 36 80352 I 6-)106 106-) 6 609 609 0 0 0.00 35 35 609 0.38 35 35 609 14 7
| |
| 7 0
| |
| 4263 4263 6-)202 781 76 857 0.54 25 25 50 42850 202-) 6 0 0 0.00 25 25 50 0 781 76' 857 100 42850 6-) 7 3758 344 4122 1.03 50 50 37 152514 7-) 6 0 0 0.00 50 50 37 0 3758 344 4122 74 152514 7-)107 0 0 0.00 25 25 6 0 107-) 7 1775 104 1879 0.78 25 25 6 11274 1775 104 1879 12 !!274 7-)206 1378 281 1659 1.04 25 25 44 72996 206-) 7 0 0 0.00 25 25 44 0 1378 281 1659 88 72996 I
| |
| 7-) 77 4355 187 4542 1.14 50 50 82 372444 77-) 7 0 0 0.00 50 50 82 0 4355 187 4542 164 372444 11-)521 0 0 0.00 35 35 45 0 521-) i! 0 110 t10 0.08 35 35 85 9350 0 !!0 110 170 9330 I
| |
| 11-)520 0 0 0.00 35 35 15 0 jI 520-) 11 0 0
| |
| !!8 118
| |
| !!8 0.08 35 35 118 85 10030 170 10030 11-)523 0 0 0.00 35 35 144 0 523-) i1 0 37 37 0.03 35 35 144 5328 0 37 37 288 5328 t
| |
| I 12-)315 315-) 12 0
| |
| 688 688 228 228 0 0.00 35 35 916 0.25 35 35 116 87 87 79692 til 79692 0
| |
| I 12-)700 2057 700-) 12 1297 2057 1.29 35 35 215 442255 1297 0.81 35 35 215 278555
| |
| | |
| ~
| |
| I 3/28/1987 CARS RsgerCrtightonAssociateslacortsratti PAGE 3 LINKREPORT C, RETW3X:SA4 TRIPTABLES: A!rSHIRIP50 YCLU!!ES -SPEED- -COST-LINK BX5RND -Al- -A2-- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL 69-)603 0 0 0.00 35 35 135 0 71 0.05 35 35 135 I 603-) 69 0 71 9585 0 71 71 270 9545 69-) 70 0 0 0.00 50 50 25 0 70-) 69 1185 0.20 50 50 25 29625 1l
| |
| .I 903 903 282 282 1185 50 29625 0 0.00 35 35 154 0 I
| |
| 69-)604 0 604-) 69 0 8 8 0.01 35 35 154 1232 0 8 8 308 1232 I 69-)100 100-) 69 903 0
| |
| 903 361 361 1264 0.21 50 50 1264 0 0.00 50 50 80 10!!20 80 160 10!!20 0
| |
| 't3 70-)517 0 0 0.00 35 35 59 0 517-) 70 0 78 78 0.06 35 35 59 4602 0 78 78 118 4602' 70-) 71 0 0 0.00 50 50 84 0 71-) 70 453 204 657 0.11 50 50 84 55188 ,/l 453 204 657 168 55188 71-)605 0 0 0.00 35 35 168 0 605-) 71 0 66 66 0.05 35 35 168 110!!
| |
| 0 66 66 336 11088 71-) 72 0 0 0.00 50 50 25 0 71-) 71 219 138 357 0.06 50 50 25 8925 .Dd 219 138. 357 50 8925 72-)518 0 0 0.00 35 35 132 0 518-) 72 0 88 88 0.06 35 35 132 !!616 0 83 88 264 11616 ,
| |
| l 72-)531 0 0 0.00 35 35 64 0 l 531-) 72 0 50 50 0.04 35 35 64 3200 l 0 50 50 128 3200 77-)730 4752 187 4939 0.82 50 50 20 98780
| |
| :I 730-) 77 0 4752 187 4939 0 0.00 50 50 20 40 98780 0
| |
| 100-)527 0 0 0.00 35 35 12 0 102 0.07 35 35 12 1224 (I
| |
| 527-)100 0 102 0 102 102 24 1224 I 0 0.00 35 35 100-)515 0 24 0 515-)100 0 151 151 0.11 35 35 24 3624 0 151 151 48 3624 I 100-)101 1291 101-)100 0 614 1905 0.32 50 '50 0 0.00 50 50 57 108585 57 0 .3N
| |
| | |
| 3/28/1987 CARS PAEE 4
| |
| ( RsgerCreightenAssociateslicarpstated
| |
| , Lin REP 0li ETWORK : SA4 TRIPTABLES: At:SHIRIP50
| |
| {
| |
| VOLUES -SPEED- -COST-
| |
| !!E BXSRXD -Al- -A2-- -A3- -A4- TOTAL V/C OLD EW VEH. TOTAL 101-)602 0 0.00 35 35 248 0
| |
| [ 602-)101 0
| |
| 0 81 81 0.06 35 35 248 20088 0 81 81 496 20088
| |
| [ 101-)405 1509 695 2204 0.37 50 50 63 138!52 405-)101 1509 0
| |
| 695 2204 0 0.00 50 50 63 126 138552 0
| |
| * fD r
| |
| L 102-)402 0 0 0.00 50 50 278 0 402-)102 3400 1050 4450 0.74 50 50 2781237100 ,pp 3400 1050 4450 5561237100 L
| |
| 102-) 221 1869 549 2418 0.60 50 50 80 193440 221-)102 0 0 0.00 50 50 80 0 r 1869 549 2418 160 193440 L
| |
| 102-)103 4779 932 5711 0.95 50 50 1821039402 0 0.00 50 50 182 0 I' g 103-)102 0 4779 932 5711 3641039402
| |
| [
| |
| 103-) 201 1094 261 1355 0.85 35 35 54 73170 c 201-)103 0 0 0.00 35 35 54 0 L 1094 261 1355 108 73170 103-)104 4614 671 5285 0.88 50 50 39 206115
| |
| 'q$
| |
| F 104-)103 0 0 0.00 50 50 39 0 L 4614 671 5285 78 206115 7
| |
| 104-)105 4811 105-)104 0 590 5401 0.90 50 50 0 0.00 50 50 14 75614 14 0
| |
| *qq l
| |
| 4811 590 5401 28 75614 r 105-)710 0 0 0.00 50 50 25 0 L 710-)105 0 0 0.00 50 50 25 0 0 0 50 0 105-)106 4811 420 5231 0.87 50 50 16 83696 E
| |
| L 106-)105 0 0 0.00 50 50 16 0 i3Y 4811 420 5231 32 83696 106-)107 4411 420 5231 0.87 50 50 37 193547 107-)106 0 0 0.00 50 50 37 0 , q 4-4811 420 5231 74 193547 107-)720 0 0 0.00 35 35 12 0 720-)107 0 0 0.00 35 35 12 0 0 0 24 0 I
| |
| 107-)830 4623 316 4939 0.82 50 50 100 493900 830-)107 0 0 0.00 50 50 100 0 *gq r 4623 316 4939 200 493100 111-)516 0 0 0.00 35 35 220 0 516-)111 0 72 72 0.05 35 35 220 15840 ,
| |
| | |
| I 3/28/1987 CAES EsserCttights: Associates 1cerporated FAEE 5 LINKREPORT I ETWORK : SA4 T!!PTABLES: At:SHTIIP50 .
| |
| I LINK 111-)528 0 VOLW.ES -!&D- -COST-BXSIND -Al- -A2- -A3- -A4- TOTAL VIC OLO EV YEH. TOTAL 0 0.00 35 35 33 0 528-)111 206 0.15 35 35 33 6798 I
| |
| 0 206 0 206 206 66 6798 111-)529 0 0 0.00 35 35 61 0 529-)111 0 156 156 0.11 35 35 61 9516 0 154 156 122 9516 111-)420 791 434 1225 0.34 50 50 123 150675 I 420-)111 791 0
| |
| 434 1225 0 0.00 50 50 123 246 t,50675 0
| |
| 0 0.00 50 50 180 I
| |
| 0 112-)403 0 403-)112 2072 600 2672 0.74 50 50 180 480960 2072 600 2672 360 480960 112-)i13 1209 300 1509 0.25 50 50 121 182589
| |
| !!3-)!!2 0 0 0.00 50 50 121 0 1209 300 1509 242 182589
| |
| !!2-)221 2305 300 2605 0.43 50 50 121 315205 221-)112 0 0 0.00 50 50 121 0 2305 300 2605 242 315205
| |
| !!3-)114 0 300 300 0.07 50 50 12 3600 114-)113 0 0 0.00 50 50 12 0 0 300 300 24 3600 113-)780 1801 1801 0.45 50 50 96 172896 780-)!!3 0 0 0.00 50 50 96 0 1801 1801 192 172896 114->221 0 0 0.00 50 50 20 0 221-)!!4 3286 849 4135 0.69 50 50 20 82700 3286 849 4135 40 82700
| |
| !!4-)790 3558 1149 4707 0.78 50 50 133 626031 790-)114 0 0.00 50 50 133 0 I
| |
| 0 3558 !!49 4707 266 626031
| |
| !!5-)231 656 238 894 1.12 35 35 17 15198 I 0 0.00 35 35 17 0 231-)i15 0 656 238 894 34 15198 1:5-)790 0 0 0.00 50 50 88 0 I 79 H 115 5029 !!49 5029 1149 6178 1.03 50 50 6178 88 543664 176 543464 5940 0.99 50 50 8 47520 I 115-)116 5029 911 it M 115 0 0 0.00 50 50 8 0 5029 911 5940 16 47520 I
| |
| 116-)231 18i7 206 2103 0.35 50 50 20 42040 23 s u s ,,9 ,, .
| |
| ,,,9 0.9 9 9 20 ,,,,9
| |
| | |
| 3/28/1987 CARS PAEE 6 legerCreightaaAssociatesIscernratd I '
| |
| LINKREP0ii NETWORK:SA4 ill? TABLES: At:SHTHIP50 I LINK 116-)!!7 5407 705 VOLUMES -SPEED- -COST-dKERND -At- -A2- -A3- -A4- TOTAL V/C OLD NEV VEH. TOTAL 6t!2 1.02 50 50 33 201696
| |
| !!7-)!!6 0 0 0.00 50 50 33 0 5407 705 6tt2 66 201696
| |
| !!7-)118 1222 230 1452 0.24 50 50 45 65340 0 0.00 50 50 I
| |
| 118-)117 0 45 0 1222 230 1452 90 65340 117-)122 5310 475 5785 0.96 50 50 68 393380 I 122-)i17 0 5310 475 0 0.00 50 50 5785 68 136 393380 0
| |
| !!8-)780 0 0 0.00 30 30 232 0 I 780-)til 3292 3272 3292 1.03 30 30 232 763744 3292 464 763744 I til-)119 3273 119-)118 0 3273 230 230 3503 1.09 30 30 0 0.00 30 30 3503 29 101587 29 58 101587 0
| |
| I 119-)123 123-)!!9 547 0
| |
| 547 230 230 m 1.29 25 25 m
| |
| 0 0.00 25 25 3
| |
| 3 6
| |
| 2331 2331 0
| |
| 119-)120 0 0 0.00 30 30 5 0 120-)!!9 0 0 0.00 30 30 5 0 0 0 10 0 120-)910 0 475 475 0.79 15 15 5 2375 910-)120 0 0 0.00 15 15 5 0 0 475 475 to 2375 i
| |
| 120-)121 0 0 0.00 30 30 42 0 121-)120 1291 875 1766 0.55 30 30 42 74172 1291 475 1766 84 74172 121-)122 0 0 0.00 50 50 49 0 l 2388 0.40 50 50 49 !!7012 l 122-)121 1913 475 1913 475 2388 98 117012 122-)820 2413 2413 0.60 50 50 61 147193 2413 0.60 51 51 61 147193 I
| |
| 820-)122 2413 4826 4826 122 294384
| |
| ; 123-)910 0 230 230 0.38 15 15 9 2070 E 'to->223 0 o 0 00 15 15 ' o g O 230 230 18 2070 1 201-)810 0 0 0.00 50 50 68 0 1 810-)201 1934 206 2140 0.53 50 50 68 145520 1934 206 2140 136 145520 I 201-)202 925 637 1562 0.98 35 35 26 40612 202-)201 0 0 0.00 35 35 26 0 l _ _ - . _ _
| |
| | |
| 3/21/1987 CARS PAGE 7 hstr Creighten Associates Incorporatti I I LINKREPORT NETWRKiSA4 T81PTABLES: A!:5)lTRIP50
| |
| -SPEED- -CDST-I 202-)203 925 713 V0Lt'MES LINK. BK6HND -At- -A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL 1638 1.02 35 35 0 0.00 35 35 9 14742 0
| |
| 203-)202 0 9 925 713 1638 18 14742 203-)301 172 308 480 0.80 25 25 6 2880 301-)203 0 0 0.00 25 25 6 0 172 308 480 12 2880 203-)204 925 405 1330 0.83 35 35 2 2660 I 0 0.00 35 35 204-)203 0 -
| |
| 2 0 925 405 1330 4 2660 204-)901 0 405 405 0.67 15 15 14 5670 901-)204 0 0 0.00 15 15 14 0 0 405 405 28 5670 204-)205 925 925 0.58 35 35 5 4625 205-)204 0 0 0.00 35 35 5 0 925 925 10 4625 I 205-)901 901-)205 0
| |
| 0 0
| |
| 519 519 519 0.86 15 15 519 0 0.00 - - -
| |
| 9 9
| |
| 4671 4671 I 205-)206 206-)205 0
| |
| 925 925 519 519 1444 0 0.00 35 35 1444 0.90 35 35 7
| |
| 7 10108 14 10108 0
| |
| 206-)303 0 0 0.00 35 35 28 0 i
| |
| 303-)206 781 238 1019 0.64 35 33 28 28532 781 238 1019 56 28532 231-)810 1428 206 1634 0.41 50 50 20 32680 810-)231 0 0 0.00 50 50 20 0 l 1428 206 1634 40 32680 231-)303 781 238 1019 1.27 35 35 78 79482 303-)231 0 0 0.00 35 35 78 0 781 238 1019 156 79482 301-)302 172 172 0.29 25 25 3 516 302-)301 0 0 0.00 25 25 3 0 172 172 6 516 301-)901 0 308 308 0.51 15 15 9 2772 l 901-)301 0 0 0.00 - -
| |
| 0 308 308 9 2772 302-)303 172 172 0.29 25 25 24 4128 I 303-)302 0 172 172 0 0.00 25 25 24 48 0
| |
| 4128 302-)901 0 0 0.00 - -
| |
| 901-)302 0 0 0.00 15 15 14 0
| |
| | |
| 3/28/1987 CARS PAGE 8 fagerCreightonAssstiatesIncorporated LINKREPORT l I NETWORK: SA4 TRIPTABLES: A14HTRIP50 i VOLUMES- -SPEED- -COST-LINK BK6RND -At- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 310-)401 0 0 0.00 35 35 255 0 401-)310 644 105 749 0.53 35 35 255 190995 644 105 749 510 190995 3tF)320 603 105 708 0.51 35 35 47 33276 0 0.00 35 35 I
| |
| 320-)310 0 47 0 60J 105 708 94 33276 310-)315 1141 228 1369 0.38 35 35 33 45177 I 0 0.00 35 35 33 0 315-)310 0 1141 228 1369 66 45177 315-)750 823 823 0.51 40 40 362 297926 I 750-)315 0 823 0 0.00 40 40 362 823 724 297926 0
| |
| 0 0.00 35 35 I 390-)401 0 71 0 401-)390 0 0 0.00 35 35 71 0 0 0 142 0
| |
| ~
| |
| 390-)524 0 0 0.00 35 35 135 0 524-)390 0 174 174 0.12 35 35 135 23490 0 174 174 270 23490 401-)511 0 0 0.00 35 35 123 0 511-)401 0 52 52 0.04 35 35 123 6396 0 52 52 246 6396 401-)533 0 0 0.00 35 35 300 0 533-)401 0 53 53 0.04 35 35 300 15900 0 53 53 600 15900 402-)525 0 0 0.00 35 35 102 0 525-)402 0 94 94 0.07 35 35 102 9588 0 94 94 204 9588 402-)405 0 0 0.00 50 50 29 0 405-)402 1509 746 2255 0.38 50 50 29 65395 , @l 1509 746 2255 58 65395 402-)513 0 0 0.00 35 35 130 0 513-)402 0 210 210 0.15 35 35 130 27300 0 210 210 260 27300 403-)508 0 0 0.00 35 35 321 0 508-)403 0 46 46 0.03 35 35 321 14766 0 46 46 642 14766
| |
| (
| |
| 403-)420 0 0 0.00 50 50 72 0 I 420-)403 994 994 476 476 1470 0.41 50 50 1470 72 105840 144 105440 0 0.00 35 35 170 0 I
| |
| 403-)526 0 526-)403 0 78 78 0.06 35 35 170, ,13g0
| |
| | |
| 3/2!/1987 CARS PAGE 9 tager Creights Associates lacorporated i LIE REP 0ti I ETWORK : $44 TRIPTABLES: At:SHTIIP50 VOLUMES -SPEED- -COST-LINK BKEEXD -Al- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL .
| |
| 405-)535 0 0 0.00 35 35 64 0 l 535-)405 0 51 51 0.04 35 35 64 3264 !
| |
| l 0 51 51 128 3264 420-)536 0 0 0.00 35 35 85 0 536-)420 0 42 42 0.03 35 35 85 3570 0 42 42 170 3570 501-)770 0 0 0.00 25 25 38 0 I 770-)501 961 961 961 0.80 25 25 961 38 36518 76 36518 501-)830 0 0 0.00 50 50 20 0 830-)501 6076 316 6392 1.07 50 50 20 127840 f,[$
| |
| 6076 316 6392 40 127840 501-)502 891 316 1207 0.75 25 25 3 3621 502-)501 0 0 0.00 25 25 3 0 891 316 1207 6 3621 502-)505 0 316 316 0.18 25 25 3 948 505-)502 0 0 0.00 - - -
| |
| 0 316 316 3 948 502-)503 891 891 0.56 25 25 3 2673 503-)502 0 0 0.00 25 25 3 0 891 891 6 2673 503-)902 0 187 1870.31 15 15 5 935 902-)503 0 0 0.00 - - -
| |
| 0 187 187 5 935 503-)504 0 0 0.00 25 25 3 0 504-)503 891 187 1078 0.67 25 25 3 3234 891 187 1078 6 3234 504-)730 0 0 0.00 50 50 55 0 5439 0.91 50 50 I
| |
| 730-)504 5252 187 55 299145 5252 187 5439 110 299145 505-)830 0 0 0.00 15 15 5 0 I
| |
| 830-)505 0 0 0.00 - -
| |
| 0 0 5 0 505-)902 0 316 316 0.26 15 15 5 1580 I t 902-)505 0 0 316 316 0 0.00 15 15 10 5
| |
| 1580 0
| |
| 47 0.03 35 35 !!6 I 506-)515 0 47 5452 515-)506 0 0 0.00 35 35 116 0 0 47 47 232 5452 507-)525 0 45 45 0.03 35 35 147 6615 525-)507 0 0 0.00 35 35 147 0
| |
| | |
| I 3/28/1987 CARS PAGE10 lager Creighten Asssciates licarporated LIE REP 0li I XET M : SA4 TIIPTABLES Air $NTRIP50 YOLUP.ES -SPEED- -CDST-LIE BK6END -Al- -A2- -A3- -A4- TOTAL V/C OLO E VEH. TOTAL 509-)512 0 76 76 0.05 35 35 12 912 512-)509 0 0 0.00 35 35 12 0 0 76 76 24 912 512-)524 0 128 128 0.09 35 35 90 11520 524-)512 0 0.00 35 35 0 I
| |
| 0 90 0 128 128 180 11520 513-)519 0 0 0.00 35 35 35 0 519-)513 0 til . 118 0.08 35 35 35 4130 0 118 !!8 70 4130 514-)526 0 28 28 0.02 35 35 147 4116 I 526-)514 0 0 28 0 0.00 35 35 147 28 294 4116 0
| |
| 0 0.00 35 35 I 516-)532 0 76 0 532-)516 0 34 34 0.02 35 35 76 2584 0 34 34 152- 2584 I 527-)601 601-)527 0
| |
| 0 0
| |
| 83 83 0 0.00 35 35 203 83 0.06 35 35 203 16849 83 406 16849 0
| |
| I 528-)530 530-)528 0
| |
| 0 0
| |
| 122 122 0 0.00 35 35 122 0.09 35 35 122 35 35 70 4270 4270 0
| |
| 530-)537 0 0 0.00 35 35 116 0 537-)530 0 54 54 0.04 35 35 !!6 6264 0 54 54 232 6264 700-5710 1741 1741 1.09 35 35 61 106201
| |
| , 'O -0 0 0.00 35 35 61 0 1741 1741 122 106201 710- .0 1766 1766 1.10 35 35 66 !!6556 720- 110 0 0 0.00 35 35 66 0 1766 1766 132 !!6556 720-)730 1845 1845 1.15 35 35 125 230625 730-)720 0 0 0.00 35 35 125 0 1845 1845 250 230625 730-)820 0 0 0.00 50 50 80 0 820-) 730 2541 2541 0.64 50 50 80 203280 2541 2541 160 203280 750-)760 612 632 0.39 40 40 && 54352 I 760-)750 632 0 0 0.00 40 40 632 86 172 54352 0
| |
| 1011 0.63 40 40 170 171870 I
| |
| 760-) 770 1011 770-) 760 ,
| |
| 0 0 0.00 40 40 170 ,0
| |
| | |
| 3/23/1987 CARS PAGE!!
| |
| IngerCreightenAssociatesIncerterated LINKREPORT NETWORK: SA4 TIIPTABLES: At:SHTRIP50 V00mES-- -SPEED- -COSI-LINK EX5RND -Al- -A2- -A3- -A4-- TOTAL V/C DLD NEW VDI. TOTAL 780-)790 1300 1300 0.81 35 35 66 85800 790-)780 0 0 0.00 35 35 66 0 1300 1300 132 85800 790-)800 978 978 0.61 35 35 71 69438 800-)790 0 0 0.00 35 35 71 0 978 978 142 65438 800-)810 1646 1646 1.03 35 35 33 54318 810-)800 0 '
| |
| 0 0.00 35 35 33 0 1646 1646 66 54318 810-)820 1699 1899 1.19 35 35 139 263961 820-)810 0 0 0.00 35 35 139 0 1899 1899 278 263961 I
| |
| I -
| |
| I I
| |
| I
| |
| | |
| I 3/29/1987 CARS RegerCreightonAssociatesInterporated DETAILN3DEREP0li PAEE 1 I
| |
| NETiiORX : sa4 IIIPTASLES: A!SHTIIF50 I INTERSECTIONI FROM 5 LOCATION: NORTHSTFGY VOLUMIS O!R N00E AFP WH SK6RND -Al- -A2- -A3- -A4- TOTAL N 105 SB L T 170 170 I E 104 WB L T 440 440 R
| |
| S 201 NB L R
| |
| W 6 EB L I ;
| |
| INTERSECTIONf 6 LOCATION:NORTHSTFWY FROM --VOLUMES DIR NODE APP WM BKERND -Al- -A2- -A3- -A4- TOTAL l N 106 Sa t E 5 WB L 76 76 i 364 - 344 2
| |
| 202 MB L I
| |
| S W 7 EB L T
| |
| R I .
| |
| - - - - - - . -- - _ _ _ . - - - . ~ ----
| |
| | |
| l 3/29/1987 CARS PAEE 2 I isierCreightonAssociates!sterparated DETAILN00EREP0fi i
| |
| NET G : sal TRIPTABLES: A1SHIRIP50 I INTERSECTIONI 7 LOCATION:N3RTHSTFKWY VOLU..ES FRCH 012 NCDE APP HVH BKEUD -Al- -A2- -A3- -A4- TOTAL N 107 SB L 104 I
| |
| i 104 i
| |
| E 6 WB L 177 177
| |
| -187 187 5 20h NB L T
| |
| R I
| |
| W 77 9 L T
| |
| I INTERSECTION I 103 LOCATICN: ROUTE 495 FROM VOLUMES DIR N0DE AFF HYM BKEhD -Al-- -A2- -A3- -A4- TOTAL M $8 L T
| |
| I E 102 WS L 261 261 671 671 201 N8 L I
| |
| S T
| |
| I E 104 8 L R
| |
| I s
| |
| . , , - r, .-- , - - - - , . - - - - - - - . - - - - - , , . - - - , , - - - - . - - , , . . - .
| |
| | |
| I 3/29/1987 CAIS Roger Creighten Associates Internrated PAGE 3 I
| |
| DETAILNODEREPORT NETWORX:sa4 TRIPTABLES: A!:SHIRIP50 INTERSECTION i 104 LOCATION: ROUTE 495 FROM VOLUPIS DIR N0DE APP MVM BKSRhD -Al- -A2- -A3-- -A4- TOTAL N 4 SS L 38 38 i 321 321 I. , R E 103 WB L !!9 119 590 590 S 5 N3 L T
| |
| R W 105 EB L T
| |
| E INTERSECTION I 105 LOCATI0ll:ROVIE495 FROM Y0LUPIS-----
| |
| DIR N00E AFP MVM BKGRND -Al- -A2-- -A3- -A4-- TOTAL N 710 58 L I !
| |
| E 104 WB L 170 170 i 420 420 8 R 5 NB L I S T
| |
| R W' 106 EB L R
| |
| ~
| |
| I
| |
| | |
| 3/29/1987 CAI$ PAGE 4 RegerCreightonAsieciatesla:strerated DETAILNODEREPORT I
| |
| NETWORK:sai IIIPTABLl'3: At:5HTRIP50 t INTERSECTION i 106 LOCATION: RD'JTE 495 L FIDM VOLUMES-- -
| |
| DIR N00E APP MVM BKEIND -Al-- -A2- -A3-- -A4- TOTAL
| |
| [ N SB L T
| |
| I l
| |
| E 105 WB L T 1 20 420 R
| |
| S 6 NB L T
| |
| A
| |
| * W 107 EB L T
| |
| E l
| |
| I INTERSECTION i 107 LOCATION:
| |
| FROM VOLUMES-012 N00E AFP MVM BK5END -Al- -A2- -A3- -A4- TOTAL l N 720 SB L I l E 106 WB L 104 104 T 316 316 8 I 7 NB L I
| |
| S T
| |
| I W 830 EB i
| |
| 1 I
| |
| . dei
| |
| | |
| I
| |
| ~
| |
| 3/29/1937 CARS PAGE 5 I Roger Creightaa Associates Internrated I
| |
| DETAIL N00E REP 0ii NETWORK:sa4 TRIP 1ELES: At=SHTIIP50 )
| |
| i l
| |
| I INTERSECTION i 115 LOCATION: SOVidSTPm1 FROM VOLU..ES---- 1 DIR NCDE AFP MVM BKERND -Al- -A2- --A3- -A4- TOTAL N 231 S8 L E 790 VB L I T i
| |
| -911 238 911 238 5 N3 L I ;
| |
| I V 116 EB L T
| |
| R I INTERSECTION i 116 LOCATION:SOUTHSTPKWY FRCH VOLUMES--
| |
| DIR N00E APP HVH BK5RxD -Al- -A2- -A3-- -A4- TOTAL N 231 SS L I
| |
| 115 W3 L I
| |
| E T 705 705 R 206 206 l
| |
| I S NB L T
| |
| R H 117 EB L R
| |
| I I
| |
| | |
| il ~
| |
| .g 3/29/1987 CAI$ PAEE 6 RogerCreightonAsse:iatesInterparated W
| |
| DETAIL NODE REPORT l
| |
| I NETEDEX: sal TIIPTABLES: At=SHTIIP50 l
| |
| 'I IKTERSECTION I t18 FROM LOCATION: ROUTE 27 VOLUMES DIR N00E APP WH BKitG -Al-- -A2- --A3- --A4-- TOTAL N !!7 SB L T
| |
| t 230 230 E 780 W! L I
| |
| S N3 L l R
| |
| ;g W !!9 EB L l
| |
| :g I 1
| |
| : g 1
| |
| I INTERSECTION I !!9 FIDM LOCATION: ROUTE 27 VOLUMES DIR NODE APP HM BKSIC -Al- -A2- -A3- -A4- TOTAL N SB L I
| |
| E !!8 WB L 230 230 1
| |
| 5 123 NB L I
| |
| W 120 EB R
| |
| R I
| |
| I I .
| |
| | |
| I 3/29/1937 CARS PAGE 7 I RogerCreightonAssociateslacorporated DETAllN0DEREP0fi NETWORK:sa4 TI!PTABLES: At:SHIRIP50 INTER $!CTIONi 120 LOCATION: ROUTE 27 FROM VOLUMES DIR NODE APP MVM BK5RND -At-- --A2- -A3- -A4- TOTAL N 2 L i
| |
| I E 119 WB L T
| |
| S 910 NB L I W I
| |
| 121 EB L I T R 475 475 I INTERSECTION I 121 FRon LOCATION:ROVIE27 V0Lyr.Eg DIR NCDE APP HVH EK5RXD -Al- -A2-- -A3-- -A4-- TOTAL N 122 SB L 475 475 i
| |
| I E 120 WB L
| |
| ~
| |
| I S NB L I ;
| |
| EB L I
| |
| W T '
| |
| R I
| |
| I I .
| |
| l
| |
| | |
| CARS PAGE 8 I
| |
| 3/29/1987 RogerCreightenAssociates!acarrerated DETAILNSDEREPORT ETWORK : sa4 T21PTABLES: AtSHIRIP50 I INTERSECTIONi 123 LOCATICN: EWBilDEE ROAD FROM VOLUMES----
| |
| DIR N0DE APP HVH BK6tND --At-- -A2- -A3-- -A4- TOTAL
| |
| .X !!9 SB L i
| |
| R 230 230 E WB L T .
| |
| 5 NB L I W 910 EB L R .
| |
| INTERSECT 10N I 201 LOCATION: OLDCOUNiiiROLD
| |
| - FROM Y0LUMES-----
| |
| DIR N00E APP HVH BK6END -Al- -A2- --A3- -A4- TOTAL M 5 SB L T
| |
| R 150 170 320 E 103 WB L 261 261 ,
| |
| S 810 NB L 206 206 I I W 202 EB L I i R .
| |
| I I
| |
| I I
| |
| | |
| I 3/29/1987 CAIS tager Creighten Associates lacernrated PA5E 9 DETAILNCDEREPORT NETWORK : ut TIIPTABLES: A!:SHTRIP50 I INTERSECTION I 202 FRCH LOCATION: OLDCOUNTRY20A3 VOLUMES-----
| |
| )
| |
| O!! NODE APP MVM BK5KND -Al- -A2- -A3- --A4- TOTAL M 6 SB L 234 234 i 367 I
| |
| 367 I 180 76 256 E 201 WS L 185 185 I T 2
| |
| 601 139 637 1238 139 S N3 L I ;
| |
| 203 EB L I
| |
| W 259 259 i 620 620 t 46 46 I INTEISECTION i 203 LOCATION: OLD CD'3TRY 20A0 FRCH VOLUMES-l' Olt N00E AFP MVM BXEEXD -Al-- -A2-- -A3- -A4-- TOTAL N SB L I i E 202 WB L 305 308 405 405 S 301 NB L I' T I
| |
| W 204 EB L i
| |
| I I .
| |
| I .
| |
| I ;
| |
| | |
| s -
| |
| , . . l CARS I
| |
| 3/29/1987 PAGE10 EsterCreightenAssociatesIncunrated CETAILNOEREPORT NETWORK: sal TRIPTABLES: At:SHIRIP50 I INTERSECTION i 204 FROP.
| |
| LOCATION: CLD C0t'NTRY ROAD VOLL'P.ES - -
| |
| l DIR N00E APP HVH BK6HD -Al- -A2- -A3- -A4- TOTAL i j
| |
| I N SE L l T l I E 203 WB L 405 405 i - 1 I S 901 NS L a
| |
| I I W 205 EB L I
| |
| I INTERSECTION i 205 FROM LOCATION: OLO 0 5TRY 20AD
| |
| -------V01.0f.ES --- --
| |
| O!! NOCf APP MVH BX5BD -Al- -A2- -A3- -A4- TOTAL M SB L I E 204 WS L I
| |
| I 5 901 NB L l! a 206 EB L I
| |
| W T
| |
| t 519 519 I .
| |
| I I
| |
| | |
| ~
| |
| i I 3/29/1987 CARS RogerCreightenAssociatesIncirperated PAEE!!
| |
| DETAILN0DEREPORT I NETWOPJ : sa4 TRIPTABLES: At SHIRIP50 I INTEISECTION I 206 FROM LOCATION: OLDCOUNilY20.
| |
| VOLUPIS DIR N0DE APP MVM BK610 -Al- -A2-- --A3- -A4- TOTAL N 7 $8 L 179 281 460 I 1116 !!!6 m I 83 83 E 205 WB L 139 139 I
| |
| T 523 523 ir 65 65 5 303 NB L 172 172 iE T I
| |
| 523 523 l5 86 238 324 V U L
| |
| ,I ;
| |
| I INTERSECTION I 231 FRCH -
| |
| LOCATION:20UTE135 VOLUPIS DIR N00E APP MVM BKERO -Al- -A2- -A3-- -A4- TOTAL N 810 SB L T
| |
| I E 115 WB L i 238 238 S 116 NB L 206 206 I E 303 EB L T
| |
| R
| |
| .I I
| |
| I I
| |
| | |
| I 3/29/195T CARS PAEE12 RogerCreightsaAlsaciatesInterpstated DETAIL C E REPORT
| |
| ~
| |
| NETWIK:sa4 TRIPTABLES: AtrSHIRIP50 8 INTERSECTION i 301 LOCATION:NEVSOUTHROAD FROM -
| |
| VOLUMES---
| |
| DIR NCDE AFP MVN BK6tND -Al- -A2- -A3- -A4- TOTAL M 203 58 L i T
| |
| R 308 308 E WB L
| |
| ~
| |
| I l
| |
| l 5 302 NB L I
| |
| i -
| |
| 901 D L W
| |
| I _
| |
| I INTERSECTION i 302 FROP. ---
| |
| LOCATION:NEWSOUTHEDAD VOLUMES III A00E AFP MM BKERND -Al- -A2- -A3- -A4-- TOTAL M 301 58 L I E WB L l
| |
| I i 5 303 N8 L R
| |
| 901 B L I W T
| |
| I
| |
| ~
| |
| I I
| |
| I I .
| |
| | |
| 3/29/1987 CATS PA5E13
| |
| 'I AngerCreights: AssociatesIncorrerated DETAILN00EREP0ti
| |
| ' l
| |
| ' NETWORK:sa4 TRIPTABLES: Als! Hit!P50 I INTERSECTION I 303 FA05 LOCATION: ROUTE 107 VOLUME!--
| |
| Olt NODE AFP MVH BK61ND -Al- -A2- -A3- -A4- TOTAL N 302 58 L T
| |
| l l E h1 L '
| |
| T I l 5 231 NB L 235 238 ,
| |
| I W N6 B L I
| |
| I INTERSECTION I 501 Ff05 -
| |
| LOCATION:20VTE495 VOLUMES 012 N00E AFP MvM BK6tND -At- -A2- -A3- -A4-- TOTAL M 770 SB L 665 I
| |
| T 665 R 210 210 E 830 h1 L 193 316 509 I T t
| |
| 259 231 E4 231 5 502 NB L 225 225 495 495 EB L I
| |
| W T
| |
| I
| |
| ,I LI I
| |
| I
| |
| | |
| I 3/29/1957 CARS togerCreights AlliciattsIncorporated PAGE14
| |
| ' DETAILN0DEREPORT I NETWORK:sa4 TRIPTABLES: A1SHIIIP50 I INTERSECTICM 's 502 LOCATION:WILLISAVE FROM VOLUMES DIR N0DE APP MVM BKERND -Al- -A2-- --A3- -Al-- TOTAL N 501 SB L 241 316 557 '
| |
| !3 i 650 650 g R E 505 WB L ll l
| |
| 503 NB L
| |
| 'I S
| |
| T 501 501 R 156 156
| |
| 'I W EB L T
| |
| I l INTERSECTION i 503 LOCATICN:WILLISAVE v0 luges---
| |
| l3 FROM Ig DIR NODE APP M'in EK6RXD -Al- -A2- -A3- -A4- TOTAL .
| |
| X 502 $8 L R
| |
| 902 VB L I
| |
| E T
| |
| I I
| |
| S 504 2 L T
| |
| I 187 187 i
| |
| R I
| |
| I .
| |
| 'I I
| |
| | |
| I 3/29/1987 CARS PAEE15 RegerCraightenAssociateslacstporatti DETAIL NCDE EPORT NETWCRK:sa4 TRIPTABLES: A95HIRIP50
| |
| )
| |
| INTERSECTION i 504 LOCAT10N:WILLISAVE FICH V0 LEES DIR N00E APP MVM BKERND -Al- -A2- -A3- -A4- TOTAL M 303 SB L T
| |
| I E 730 b3 L T -
| |
| R 187 187 S N3 L I W EB L I
| |
| I INTERSECT 10N i 505 LOCATION:ACCESSROAD FROM VOLRES DIR N00E AFP MVM EK5END -Al- -A2- -A3- -A4- TOTAL N SB L T
| |
| E 830 V8 L S 902 NB L I I W 502 EB L I i R 316 316 I
| |
| I ,
| |
| !I I
| |
| | |
| ''4 I
| |
| t l
| |
| !I ll f
| |
| I I
| |
| I I "*"'''' ' 8^
| |
| I :
| |
| I i l
| |
| I I
| |
| I I
| |
| I I
| |
| I I .
| |
| | |
| m a+
| |
| * I s
| |
| L L
| |
| STUDY NETWORK FOR EVALUATION OF PROPOSED SHOREHAM EVACUATION PLAN
| |
| {
| |
| l g
| |
| iv ;. -
| |
| s $ 610 I
| |
| si2$
| |
| s2.$ j - ,- , , , , , ,
| |
| f*s22,,
| |
| @,_,,,p::.l~hNJfs .
| |
| , . ... o Nk,,. .
| |
| . .. / / Bi 5 .b,o oh . n *d
| |
| [ Iseeini/ sao
| |
| * ,3, l 9 iis L I I ,,,
| |
| i
| |
| ''' /
| |
| D ,,
| |
| r, p i
| |
| , ;sen,no,e "4 '*' h , \ _ S ,
| |
| ;u "Y i p ff ,
| |
| ~
| |
| n.
| |
| B fi '
| |
| Hicksvine so A ,,,
| |
| C m
| |
| . voium./ c.o.cii, n.ii. .
| |
| BeHmore
| |
| * ev'' / -
| |
| 301
| |
| -*- 0.77 - 0.99 ''
| |
| * 302 1.0 - 1.29 m .
| |
| e tso + -'.. ---
| |
| ei ''',o'e Y
| |
| ~ [50$
| |
| soa - 902 504 3 , (
| |
| - I ~
| |
| , 1) l
| |
| | |
| EXHIBIT 18A #4 J
| |
| SHOREH7.3
| |
| -O '
| |
| ;E ,,
| |
| ; ,0 7' ,*'
| |
| aoi 3 O g. , , 5'r
| |
| ,,,v". - -
| |
| tb
| |
| * ' APERTURE
| |
| ~
| |
| 8d CARD l
| |
| \y Also Available On Aperture Cor '
| |
| W D ___._.
| |
| 770 ' 5 ,n ,
| |
| foe Roslyn AS n, a Fr 202
| |
| , a 73r;, Hicksville 4
| |
| 303 g Load Node it 820 gio A Simple Node
| |
| /
| |
| e Detailed Node li vt7 ,,
| |
| 122
| |
| /
| |
| Bellmor s o s andes ssee a:3s0,000 Peepared ay : ROGER CREIGHTON ASSOCIATES, M & /
| |
| . . o.,
| |
| ff'704 A 30 A37 -o (,
| |
| ~
| |
| | |
| I ,
| |
| I I
| |
| I 1 I
| |
| i I
| |
| I Exhibit 19 I
| |
| I I
| |
| I I
| |
| I I
| |
| I -
| |
| | |
| Exhibit 19 I ASSIGNME!?r 5 EPZ Trips: 50 % of all trips from the EPZ = 29202 trips.
| |
| Rout igs: Routes assigned by LILCO.
| |
| Baci .ound Traffic: 150 % on all Nassau County links.
| |
| Other Evacuating Traffic:
| |
| 50 % of non-CPZ Suffolk County Residents = 195753 50 % of EPZ not going to reception centers = 14601 Subtotal = 216354 Suffolk County Commuters to points west = 119118 I Net increase in background traffic = 91237 corresponds to an hourly volume of 7603 This increase was spread over the available seven alternative routes at the Suffolk County Lire. Traffic was a. located first I based on the available capacity on the routes. Since it actually exceeded the available capacity the excess was allocated based on the capacity of the routes. The basis of this computation is given below:
| |
| Increm. Total I Roadway 1-Way Cap. Back 1-Way 24-Hr. 1-Hr.
| |
| Back 50%
| |
| EPZ Back
| |
| +
| |
| EPZ Avail.
| |
| Capac.
| |
| Traffic Other Evac.
| |
| Back +
| |
| Other Evac.
| |
| Route 109/24 1600 32,700 1533 1533 67 389 1989 Route 25 2000 41,500 1945 1945 55 486 2486 I Route 495 Northern St.
| |
| Pkwy.
| |
| 5550 117,100 4000 63,000 5489 2953 931 360 6420 3313 687 0 1349 973 6838 4613 6000 119,600 5606 I Southern St.
| |
| Pkwy.
| |
| Route 27 3200 43,400 2034 1143 6749 2034 1166 0 1459 778 7065 3978 Route 25A 800 23,600 1106 1106 0 195 1301 Total 23,150 440,900 13,788 1974 5629 28,270 The total background + other evacuation volume was used as the basis for volumes on each of the east / west links.
| |
| I I
| |
| I
| |
| | |
| . .. , .~ .. . . : .. . . .. = - ..
| |
| .V. otl t. t.. : . t. n* *F.c. ::::.... e.
| |
| $Cjl*(?!**f.IC* Ai!I.Citi![I*IsNfl!!i I r .! c* 7..::. :
| |
| w.;.
| |
| a r..a.:
| |
| .. ! f.Ir c;no . ;,
| |
| w n a n .h.. : ... .x :.At.k....,... a.e l
| |
| I 1
| |
| j I
| |
| j l, g 4rc
| |
| +
| |
| en a a',. w. p. 6 A i^s s t h.
| |
| .. T' v . . .e J c . a. c . c. . 24.g.. 9 6.n v t ,+
| |
| V 4 .wt e. w .l .oV.s s.Sv A .) .t.-J s.. c. 64
| |
| ^>*
| |
| an s.s e e.1... 4 ev. soi er) er; ? n. . 9
| |
| .A .ts g e.. .. .. c45 ly^ d^ .va sv. .. 6v.5
| |
| ..J .Uw t *'t Ye
| |
| * a
| |
| .t r.;7 ies t. VA 6. s.i . ,E . n, q(J. C .5.:
| |
| #3 3 S.^. Sr, 4tji.
| |
| * A. ^^4
| |
| . 9.3 q 6.6
| |
| . 4.. A.T 49. 6.o. . t. TJ I ! 3.1g c. e., s 40-7 U.ts gv* 3 s tp
| |
| . . iaga a S
| |
| ,)1 .M..S of . t. vv4 s
| |
| 1"9 {
| |
| 0 9 . .' .' 0 ' .'. e' 4.' 3 '. '. ' i '. i. t '. 4 ', "v I . A.. i C.o. i t.5 . " . ' .T'3 .13.?. 20'. "vs' 9
| |
| : t. f. ) . .i t. 5v^ .;^.4 . g? *a ..?
| |
| 4.. 1 s. a ' 44.4 'iv.9 848. 4 4. t. .. Si! 84.0 .?n.i .? 0.9 4.3 .1?s! 058u, 4
| |
| . . 0 .1*' . . .'n. . *^.; n, a '... ' ... " " ' F 4 T:t' '.15. ' . " . ..M..' .'.' A, ... . * ". .) ??3 F.4 9Pi I 2^.'..*...^^,'2 W
| |
| : c. p. o. p. a. 5.^. 4 0 .' 0. i t.' . *..* 4 n.7.'
| |
| . 3.", a i '. P. 'A.'a
| |
| . .,4 "f . .'
| |
| 4
| |
| .. a7 cn. . .e x. . i sn.. 4.:
| |
| . ,. .n. . ;
| |
| . 2.". i. ; e.5 g 5 g on.e
| |
| .. .m. . w. . . o.gt 6
| |
| 3 g.1: .. .c4 . a. ,gg.a g a. c se 31 ;;3 9 ;
| |
| . .n. i. g 9.g4 $ .( 37& 9 3. J - .n. g c, a.s e
| |
| I
| |
| : t. .. A. g r... A. 7. i-'t g .t.t.
| |
| 4
| |
| : n. ..
| |
| 6
| |
| . .. 1.**
| |
| 1*
| |
| . 4 . e...
| |
| so.;
| |
| : g. .*,n.*s e ??.? . '9.1 ii, s ggt.
| |
| .a
| |
| . 7.;. 'J e
| |
| .e.. .c6va o e i
| |
| .i;. J' 5 T.M, i
| |
| . t e
| |
| 6 n.g *
| |
| . .A 7 tat .v. S.r.:t s YV.
| |
| a".
| |
| I 9 pn.
| |
| - a 4 gg$. e n. an.g sv.w =^4 J .E.g e. gn.g n.V 1 1r.e. tg n t u.
| |
| .
| |
| * g 7.w. . . .. . .v . 66.*J 6 Jw e. .s t.
| |
| : t. G. /V .fi 'Qo.
| |
| . $ 4. .. (V. *1$
| |
| Se
| |
| : d. U.i.
| |
| . i.
| |
| g t.o. g $ 4
| |
| . l ^61 6 . 9%. .v yn* J4 t .* g i;.f. **1 I
| |
| E s.t .*, G.r.{ n v ?e . g.7 i. (85
| |
| .46 -
| |
| S
| |
| . ].V, 1 4 4 .^ 4..* .v.
| |
| ^44
| |
| . $tj.? 001
| |
| .. . '4' } gn.t.
| |
| 6 .A .4.4
| |
| * Qv.i .44.9 t. .h n.j 7
| |
| '.Sn.
| |
| J 4 4Q*8 s t
| |
| . 6 7 'Vg.
| |
| ^
| |
| .SM.. G.j r e.
| |
| ^^
| |
| e s.i
| |
| .. tvina *a .t . c, 4 0 es ... 0.3 4. A. 3 . n. i. . .v1 er.a4. S.e a<a J,4 a
| |
| : c. ..s s
| |
| : v. , .m. sa~ 4.a .v,i q .s.
| |
| I. .
| |
| ? 7.34
| |
| ~i . 3 >i .v,.
| |
| 5 <.
| |
| C, ta.i
| |
| . , .4 p.
| |
| ,s qas. a ..
| |
| e.n. . u. ..- .. n. g r,6 tC:: . t.o.4 ert
| |
| : a. r. ,e 5 ..
| |
| 4 s .in. t. y; e0.1
| |
| ... . ^?s,.
| |
| . O. .u.
| |
| ~^*
| |
| Vi vt.
| |
| I s..4 3. ^. '. 0 9 . .". 0 5.t! "..' L ". . ' " . . 1..
| |
| . :..90 . .. ...
| |
| a 3 v . :. .: e. c.4 to.
| |
| c.g s.
| |
| <?'
| |
| : c. .' .; ra riv.to.. <>-
| |
| v ' . ...' .M. *...4 't.v
| |
| ' i "..a. 't :. 0 ". . .i .".1 1.0i, .W.. a
| |
| : e. q. *t. :a, r ..*
| |
| t '.
| |
| ..s
| |
| .: .o u. . 1,u.
| |
| .n..' .u.. .". v.v.
| |
| . ic.
| |
| i "r:
| |
| t
| |
| :f. .
| |
| ,31
| |
| ( 444 u..) 46 p. 464 v 8 4.%
| |
| .. . 0.44 g l.Ji . s. o,g . 4 Agas y..t 40,.5 . a .S..*
| |
| * LV] P.'J [ 0. 9
| |
| . O . n. . sa . (..) 94
| |
| . . ,.1.w e.n.. a p.: t w... .n.
| |
| . sv .m.
| |
| .v u.sg ..v. w 4.0.: '.O'i 7 X..'.
| |
| . ?35
| |
| . 2. *>1 n,
| |
| I t u.
| |
| . . :m .n. n. gg..na, t3 .t u. . ii.
| |
| ... r.n, a n. . e. n. .... n. , g . ~7.
| |
| . n. .t . . u.t.
| |
| . .m.. v. . .e , v^ 4
| |
| : n. Jp. :mv.
| |
| t 14..3J e;. .s u.. e. t. . 4 t"> pv . n. ei . 73 . i.p t?n v ip. +.p. 931
| |
| . .si.)
| |
| . .ip. .>n.e^
| |
| 9 { g . t. e' t e., t.;
| |
| . ... .. t. . . g4.v s
| |
| n.. e. a. 5 4 .
| |
| 41 s. e. g t.;g
| |
| .et
| |
| ... {gg .^14 g40 .^^.4 W
| |
| .. .S M. ... 4.u O.r s.
| |
| I cl7 G M.
| |
| . v 0
| |
| ^
| |
| .t.77
| |
| { ; .41. e.n. .t a.?.
| |
| g.{4 L.Q r.'1 0 9.',.
| |
| s.
| |
| i.0
| |
| *3,
| |
| '1 J r
| |
| 10
| |
| .0
| |
| ,4,3, 8.t% ) 101 ps,
| |
| : e. n. v' { S. e.
| |
| . /.'o< .4{
| |
| ge. .t
| |
| : p. t.
| |
| , s.
| |
| t '^^
| |
| gse.
| |
| F.7 3
| |
| : 8. :3.7 8 0.3 .is,t ?f>5 U. .. " 4.v"i.
| |
| { n.$. *aM {f s4
| |
| . 04 M. ..c
| |
| .M
| |
| .u
| |
| .S,)a' t
| |
| t To.d.
| |
| W Sp.
| |
| O. v'1
| |
| .S(.* .5 '. .!
| |
| .SQi. V. 8
| |
| *n.i.
| |
| . ^^(
| |
| .e
| |
| . C. y.. t Q?J t.
| |
| I .i ..
| |
| . : c. e..s , .
| |
| e t;. c m. Q . . n.
| |
| : o. . . n. . u. n.... c.;
| |
| c..;
| |
| 4.
| |
| : p. . . - .t: .
| |
| . y.
| |
| e.... p.:. r.?. t o.'. '. 0' . 104 !".
| |
| . ". . .' *.^.7 .8s '. '. n" ' " .. *
| |
| .. 2. '. C. F.
| |
| . Q .. .E. n. r. 3 .s. .3 .m. .
| |
| ,,4
| |
| .. .
| |
| * t T. 7.a t., *..' .s '. 'r .c .n.o, :". J I
| |
| 3,. . .., e.
| |
| . 9..t-1 .n.3 . c...1-e,i
| |
| : a. 4.3-. t n..s .. ..? -(7n. ..: ... ...
| |
| ... 1. 7 144 . A. 6.3o. 7.. a.
| |
| a i e t.v c. . n. A.
| |
| .J . Y . e. 4 o. c. ..) 4..e 5 p?>
| |
| 1 = ..ve. .. ^ %.. s s. g { c.a4 7.;.T e.. s .t e... *? . a .an.: e r.,
| |
| . .,). e. n.k.3 e.(3 s w...si.: 4 . n.s +y o. . .g i m,. ..t .,6 ....I ..." . e4 c. .c. c. u.
| |
| . . . o. . 6 ... e. . .s ... s.. .. 6e .
| |
| ,. . .... . . . . .... , . 11 J , .. ... .... ..
| |
| .., v.6. . ... , , ,...- ... .. .., ,.. . n. ..
| |
| g :..p. u.w..a c. ...
| |
| .. 3
| |
| : 2. . v. . c.
| |
| ... e. . g . c. .
| |
| 4 e.
| |
| 6 . . o.s4 r:,: . ... t. . . u. . ..I .. .. o. s s. ..: r. . . :.s ..
| |
| I( t. ..- ; *...
| |
| ^. A.
| |
| e.
| |
| 2 P w it w.as.
| |
| r.i
| |
| . ., . . .n t .' .
| |
| t .".
| |
| . e. *:
| |
| J.
| |
| P. .r, 1
| |
| i g
| |
| g U. .s * .? .%. .!j u
| |
| #. 3, .* .... o. .
| |
| g
| |
| .a.*
| |
| .J
| |
| *;n.
| |
| l.
| |
| *i^
| |
| t.,
| |
| 44.1 e.6 e...t Q F. 1 e.. . ?. s..a.
| |
| a 7 d'
| |
| .. : q; .*-...
| |
| : . r,.
| |
| | |
| ~. . . --
| |
| I Ji.*'g... 7*/ Lk.. P fr.*- .
| |
| ;,.33 r....a...
| |
| . . . . .4 4p.o Q .......
| |
| . .:.se. .q. ,.... . . . ..po.i I ,... .... .
| |
| Lt.: .;;! ! .L: p... . . . . . . . ,
| |
| . P a h"
| |
| .9 ....t\;-;
| |
| L;;:. r-- .
| |
| * :a+:. h;- . W'a..***
| |
| .... .. . ...... ... .. ....................... . . =..... _..........
| |
| I( c.s.7 - ... ;,3 r g . i s.
| |
| {
| |
| ** I.*
| |
| .d..
| |
| 4
| |
| **]
| |
| 6.
| |
| s V C.7..
| |
| 157.
| |
| : 8. {
| |
| 9 S
| |
| T. .M.
| |
| 1 g a 4r. .e 4 1n.1
| |
| =^
| |
| 6.e5 .. 4.
| |
| .?.). e s. e. g *;'l.J g . 4.1 l.
| |
| er
| |
| ;3 seg
| |
| ...t es:
| |
| 6..
| |
| ..s 4,;
| |
| a..
| |
| 14.*I e
| |
| a<.; 3...
| |
| e..n. 4..
| |
| op
| |
| ;q s..onJ -{c I E9s
| |
| .43 at?J w
| |
| : 1. A 6. .pV 1 9.42 100 524 3?^t g css.45 ;*q
| |
| ..V
| |
| ?
| |
| 2 320 7.'4
| |
| . .i 3
| |
| (. (.v* e* ^Sl .e !(g .
| |
| 4 102 221 114 7?0 115 !!6 117 122 121 120 910 4*
| |
| a.. 7;.v 9 1.( ..
| |
| eqa 4.7 1.i.* V 7.4 a#^
| |
| t iT I
| |
| t^ *f Q^8
| |
| .C .*T. C. f. a a 4 C' . .; .4 .4 .t .o. t (.17 4.v A.i 60. 4.1 V.
| |
| .$?S 01 10.. e. .V t 6.47 . 5^, 5ats 4 *;.) ! 3. .* #67 . .?$.! S0..$
| |
| t .?n.. * .S f. ,e 0../ t asa ;q 7.
| |
| ' .t .i.. . ;V. f.}
| |
| *a *i C o ..t p. 43
| |
| . A s,;
| |
| 7 . e s.?. 6 AaJ .e g e.T **3 I?v s6 e. . t..^
| |
| * e.
| |
| 1,39
| |
| .vJ r9
| |
| .. .c. . a a s.
| |
| I e a
| |
| 1
| |
| .4.g*
| |
| 6.t .o..<
| |
| 85 tr L.S;
| |
| . . i Q1
| |
| .t .) .4 pWJ e...q S. s. a .t s.eg
| |
| *a
| |
| : a. .s. oe.t6 46 !'e m.. e.s.:
| |
| *;?
| |
| tv # e.
| |
| . . t 91e
| |
| ;i
| |
| .J.
| |
| ..a
| |
| .it..; .an, .
| |
| .it, .
| |
| ar.,.c
| |
| * ee r. .i .Sk .: ;v= e4 a7 g e.
| |
| ss .g
| |
| *l..
| |
| $c. c a. .* .* 7 e..smi e.. .* 4 g. ne. gis sr* e.vM.
| |
| * S, j ^ .3. .- *re S.a. t. JJ4 ;l.
| |
| ,. e.
| |
| . YJe. '. . v. 6 . . .
| |
| * *I...
| |
| : a. E7. .v t.ai
| |
| .a t. '. ,i 44/
| |
| M. g e.t. ..
| |
| p* 1. D. . e..
| |
| r
| |
| .SM. . .S f, .' . . l.
| |
| *a On.;
| |
| . I"S. i.
| |
| q?1
| |
| ... g?4 J J 1."91J (J ( s&S i. 11
| |
| ' '1 ' 4.7.,s (rfJJ 4474 14*4.4 e.( 4 *IT* ?) 1 f..t, a
| |
| . l. e. .1. < T. A.) 7.14
| |
| . C.f1
| |
| /
| |
| { C. .Q s. .E A. ... (Si. 4.eg f.&v (gi. ee.?. {4.1 4 4. 4 *e *. f, 4. { t. .M. { 1,11 .. .^N. . S.A..; C. v'. 8
| |
| .? 3. .v1 f ".t J 3.12 e {. e. J..SQ (S..i { 8..) 79. 8. ,. ( '3,Q i 44.L . . M. e. *Q1 J. .%. . ?$.c... , ;v* e.
| |
| I t.?Q
| |
| .. C 4.*5 f .I.5"7 0 .350 e. t (. 4.St g S< J *.* t .i 141. *1%
| |
| i.s ! e. .l t. .. eQ 4. .* e, 0 4.e, e.
| |
| *c Tot. 4.; r .S s g .e s. 4.M. 4,aj3 s. e. .*. g ji. ee4 6.
| |
| I,.
| |
| q,4
| |
| .. g e. . t gg7 e.9.a
| |
| . 4.9 e. { a..a,. g e.r.,
| |
| : e. "*e
| |
| [ d. .$ .4. 48{
| |
| **$ *** tat
| |
| # .] ". j A.
| |
| . {6..s. A1 Ef . . t.? C. s..o f. 4.$ A. 9.M. liv e...t t s. e.. t 8A 4. *! 4.. 6e6 4 I 5 a,
| |
| .J o..
| |
| 7.v 4
| |
| 5 a *
| |
| : 1. s .?
| |
| Q
| |
| .E 5..s t.i-.J 87f...
| |
| e.n
| |
| ;il .
| |
| 4.6.
| |
| +48
| |
| ., p.n, TVJ C. . .i. t .E n. .E V. . .t .i .t { s. e. 4 gf. g.a1. . s.
| |
| (.7f,.
| |
| Ji]
| |
| . p. . .n.. .4 V g e .5 6
| |
| a
| |
| .?. t. e.4 e . e. s. ;. .( t.4 7 n>, s. e..t 6
| |
| 7.7 -)
| |
| j J.V gt.3 e e.n.3 J* e. ss 4 4. e S.
| |
| vJ ...
| |
| .i.e.
| |
| 44'.C ]*J *.
| |
| -3 v... e ar, w.g Re a
| |
| g a.v 6gg t jgt. 6]1 1.
| |
| - ass an. i. T. .' 4 ;c*
| |
| S
| |
| .?.j .
| |
| ass g *. e
| |
| .2
| |
| ..e I t i. .e
| |
| ;L.. V -a e
| |
| C. . C. . et, ?.,
| |
| C. . C. .S.EQ-
| |
| .M. 4
| |
| . t i. i.
| |
| : 7. .'
| |
| *g I
| |
| 7{ 7Q .i;
| |
| *i 19 .a :
| |
| : 4. M. . e.v r a.et vs gr;. ..
| |
| : 8. ^s '.;.* .A..t gM. . 1 ^, .^ da 'v''
| |
| egS 4(*
| |
| 6 J Ag. e.
| |
| 4(i 6.. .%*
| |
| ^o.
| |
| . .? SA.3
| |
| .. *. ^ U. . .^f1 U. 4 .4. *.
| |
| .Ss o l. J. y. ,
| |
| I .it c
| |
| . .ea 1..s :w . ,V S e
| |
| .... $. 6 cp...m.s.g g e.. e. e$
| |
| 9.3 go,;. gt..$
| |
| ,41 t
| |
| : e. s. 4 "I T V g e.t. .. ..
| |
| it; 1**
| |
| : k. J'.uA 9.9..
| |
| : e. e.e. .44 *2.S tS s.. 48.; . . ese
| |
| *as (SQ . 4"!J op. ((i.
| |
| 6 e. +. ( 7 % t.ec 6. .t1. { 1 .V3 %..
| |
| . 56.3 0't.
| |
| J e^ *
| |
| .i o. g.9.* a
| |
| : t. ?
| |
| , U. .. ",. t e. s. e. s. * .n. p,i.e.e..? . .s s.1et .
| |
| 7;a.
| |
| :. est 4.. 6 14 1^1.. 6Q.
| |
| !. Sn3 . C.T.,8.
| |
| g *J 1 . cp. (n , s. . ; g r., et; y, A "J 7 e 3 sr.n.
| |
| . J g env e. .s. t e. n. e. r.,'I .g r. tae a n. 3 e n. . p3 e p. iea
| |
| * t 6 i 3
| |
| .t ?.,1 at
| |
| . II . .s.i e.ra <w .t *J;. s. .6v .P.1 s J 4 e n. . 'e , < ?s *d ?*L IJ U.t ( 7..
| |
| 4.14 "V".
| |
| 7 Q-I.31 .
| |
| . 4. .t g
| |
| . a. *:J
| |
| ) ;?Q
| |
| . .. 3 4#^. 69*
| |
| eat s.s e. n. .s.k"t .J. **? t r.
| |
| (
| |
| : e. .A..* . o.:.
| |
| c c' *.
| |
| ga e u g *
| |
| : e. . . .f. .s .t .ig e. .
| |
| . .P. , 1 4 e.s. g .
| |
| . . 7. *i ?. ?^.V .t i. l.v. sai :.- ..
| |
| (
| |
| * a v, I to, q: pt g n. .s a
| |
| ti: Oy
| |
| ... .. . . ?. . ... .
| |
| e.
| |
| : p. e.n. .e< .e .r s. ..1 T.r e. ;s.e.
| |
| e s
| |
| ..a.. .. ..
| |
| t r, .c ;t p.t p. .
| |
| es e..; e .
| |
| pe .$n. e. .o.
| |
| a s J .v. .i o.
| |
| s g 7", {
| |
| g as P.1
| |
| ...n.
| |
| .t i.. ;.
| |
| * a. s.g ,1 (1; 9.i. 4."J a. g .S { e.t.
| |
| #4g
| |
| *a
| |
| *; eer 6.. ^ .. i s. .r. .; .v. t. ., ,. gie I
| |
| * ^
| |
| . w ..U. .t a. s. k.. p.3 p.1 98^a. e. .e. t .4et; 7. g., s...a t . . a. 1 A. i. . N. . ^**
| |
| . ... C A. {
| |
| S. 2 1.8 t o.... ..
| |
| . {?' g M. . s ..
| |
| : e. $ ..g e.g g 7;'.
| |
| .. e... e t .?;e .in. ;....g .S e. t. ;..
| |
| a t.
| |
| p.
| |
| I o. 11 6 t i..
| |
| * 4;3 s
| |
| t..t *
| |
| * u. . (1 . s .. .. e.a a 4. l a. 4.5.^. . e. e. .?*. a. l. e. s. t 7. ;?. .. e. t. al.. 6e t. i
| |
| .. <. ..V.
| |
| * ic. *. ;u. .
| |
| : e. e.. r . i; t. s, *. M. , .t r. . t ..a.: .. 4. . p.q yJJ .
| |
| : e. s. .i e.6.s t e. .
| |
| g ;*1 1 .. e. t.
| |
| e s.. e &"J i A. s. 0 ^.^. . .
| |
| 3, . .., ;. t .u. ;
| |
| * e.
| |
| 6
| |
| . e. ..g;. .t v- . J
| |
| .., s..
| |
| : s. e. s. p.a. p< . le- .. ... ..
| |
| ..g sc. .i .. l: ,..4...; >;[ .e.b g- v. .
| |
| .. . a t. . .m. .; ,s
| |
| ..g ;*
| |
| k I ,9
| |
| ..a 6^*
| |
| :p e C. .; ." ,,
| |
| e.n ...; . e.f s
| |
| : e. r . M.
| |
| :?
| |
| . ,9
| |
| : e. > e. .. . p. sc r. 3 pt
| |
| : p. *.. " . *
| |
| * i. e '1
| |
| : e. .' - e. Jn. *a. n e .,{e.
| |
| s 8. r. :.
| |
| : s. .c .. . e'?
| |
| : a. z. ;. e. ., *I g. J .,
| |
| g r. c .s.
| |
| : e. .g
| |
| :.- ect : P.
| |
| i
| |
| , s. ..e,.
| |
| ,c ;;.
| |
| I
| |
| | |
| . .m..I.::-....
| |
| : r. M>:.1 l..
| |
| .. - . :lC..a.
| |
| c... p .g $..4.
| |
| . . . . I s. I .g ..
| |
| : r. e .>
| |
| . s. e..a s . i. f C' I ..,. .... , ....
| |
| .r.: :: ..:. ..
| |
| ... r m. . .
| |
| :c. . .. .:-i .r. g.:
| |
| ==.-
| |
| .. ... q. t. . Ltr.:.
| |
| ....... ......... .....=== .
| |
| s .., 9.n.. .. <. .r. . e. n r.. e. n. , *e 4 n. . .. r. .- .. m. . ..
| |
| . ,- 7 t7 7 n,. c.<e,, .ew n.
| |
| I( --
| |
| .s. v..e
| |
| : e. 6n. . p.:
| |
| .c.
| |
| 6 e rt m.
| |
| ca).
| |
| . .4 ...e. . e. 3 gJJ .. M- 10:. . an..t In?v4s u.v c .3 6 4.J - 7. .> . . . v . e. ,. .. e.a. .u> t. .t 1 e.n,es . s . .. a n.o.L c s-I .L M C. A. .e. .vf ^?
| |
| .S 4 4. . 8 A. 404 A.. i.fv y .Qi .. l.ot
| |
| : s. ,8 ?. .n*
| |
| m { ?.,1
| |
| . {g,* gQ3
| |
| : 4. 0.& t.e7 s ELA t,u
| |
| .t a. i. s.t art ss. ,.n.
| |
| : c. .: c.r?. p. 3.n.t .n) .u.s e 7. ,. 7V p, gr4 .r.
| |
| 4ssr. 4n.3. e.n.. e.n.,, .rs.as .in, 9.5 c ,> c. .n. e
| |
| .v y,x. ,
| |
| I
| |
| .. . .. .. .. i e..
| |
| .. e. n. .t e
| |
| . n.7 ..
| |
| I .
| |
| I I
| |
| I .
| |
| I I
| |
| I I
| |
| I I
| |
| 'I t
| |
| 'I
| |
| ~
| |
| lI
| |
| | |
| 3/28/1987 CARS PAGE i RogerCreightaaAssociateslocarporated LINKREPORT XETilatK : SA5 TIIPTABLES: AtGTRI?53 g
| |
| VOLU!!ES- -SPEED- -CEST-LINK BX5HD -Al- -A2- -A3- -A4- TOTAL VIC OLD NEil VDi. TOTAL I t-)510 510-) 1 0
| |
| 0 0
| |
| 73 73 0 0.00 35 35 102 73 0.05 35 35 102 73 204 0
| |
| 7446 7446 t-)522 0 0 0.00 35 35 54 0 522-) 1 0 120 120 0.09 35 35 54 6480 0 120 120 108 6480 1-)534 0 0 0.00 35 35 24 0 534-) 1 0 53 53 0.04 35 35 24 1272 0 53 53 48 1272 I
| |
| 1-)390 1402 246 1648 0.46 50 50 68 !!2064 390-) 1 0 0 0.00 50 50 68 0 1402 246 1648 136 112064 2-)390 0 0 0.00 50 50 68 0 390-) 2 1832 420 2252 0.63 50 50 68 153134 1832 420 2252 136 153i34 2-) !! 0 0 0.00 35 35 170 0 11-) 2 1340 265 1605 1.15 35 35 170 272850 I 1340 2-)320 1758 265 457 1605 2215 0.62 50 50 340 272850 80 17dW 0 0.00 a 50 I 320-) 2 0 40 0 1758 457 2215 160 177200 2-)310 1426 228 1654 1.18 35 35 83 137282 I 310-) 2 1426 0
| |
| 228 1654 0 0.00 35 35 83 166 137282 0
| |
| 0 0.00 50 50 64 0 I
| |
| 3-)320 0 320-) 3 2203 562 2765 0.77 50 50 64 182490 2203 562 2765 132 182490 I 3-) 4 1809 4-) 3 1809 0
| |
| 562 562 2371 0.66 47 47 2371 0 0.00 50 50 47 111437 47 94 !!!437 0
| |
| I 4-) 12 12-) 4 1500 1500 0
| |
| 228 228 0 0.00 50 50 1728 0.43 50 50 1728 43 43 74304 86 74304 0
| |
| 4-)102 1660 431 2091 0.52 50 50 20 41820 102-) 4 0 0 0.00 50 50 20 0 1660 411 2091 40 41820
| |
| ( 4-)104 4613 359 4972 1.24 5) 50 2311148532 104-) 4 0 0 0.00 50 50 231 0 4613 359 4972 4621144532 5-)105 0 0 0.00 50 50 6 0 105-) 5 2245 170 2415 0.40 50 50 6 14490 2245 170 2415 12 14490
| |
| | |
| I 3/28/1987 CA8$
| |
| RogerCreig6tenAssociatesIncorporated FA6E 2 LINKREPORT NETWCRX:SA5 TRIPTABLES: At:SHIIIT50
| |
| [
| |
| VOLUMES -SPEED- -COSI-BK6RND -Al- -A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL I
| |
| LINK 5-)104 0 0 0.00 50 50 16 0 104-) 5 4697 440 5137 1.28 50 50 16 42192 4697 440 5137 32 82192 5-)201 2588 170 2758 0.46 50 50 31 85498 201-) 5 0 0 0.00 50 50 31 0 2588 170 2758 62 85498 5-) 6 4482 440 5322 1.33 50 50 18 95796 6-) 5 0 0 0.00 50 50 18 0 5322 36 95796 I
| |
| 4882 440 .
| |
| 6-)106 0 0 0.00 35 35 0 106-) 6 914 914 0.57 35 35 7 6398 914 914 14 6398 6-)202 1172 76 1248 0.78 25 25 50 62400 202-) 6 0 0 0.00 25 25 50 0 1172 76 1248 100 62400 6-) 7 46!6 364 4980 1.24 50 50 37 184260 7-) 6 I 0 0.00 50 50 0 37 0 4616 364 4980 74 184260 7-)107 0 0 0.00 25 25 6 0 I 107-) 7 2663 2663 104 104 2767 1.15 25 25 2767 6 16602 12 16602 7-)206 2067 2348 1.47 25 25 44 103312 I
| |
| 281 206-) 7 0 0 0.00 25 25 44 0
| |
| ~
| |
| 2067 281 2348 88 103312 I 7-) 77 5213 77-) 7 5213 0
| |
| 187 187 5400 1.35 50 50 5400 0 0.00 50 50 82 442800 82 164 442800 0
| |
| I i1-)521 521-) 11 0
| |
| 0 0
| |
| 110 110 !!0 0 0.00 35 35 110 0.08 35 35 C5 85 170 9350 9I50 0
| |
| tt-)520 0 0 0.00 35 35 85 0 520-) t! O t18 118 0.08 35 35 85 10030 0 til 118 170 10030
| |
| !!-)523 0 0 0.00 35 35 144 0 523-) i1 0 37 37 0.03 35 35 144 5328 0 37 37 288 5328
| |
| ' 12-)315 0 0 0.00 35 35 87 0 315-) 12 859 228 1087 0.30 35 35 87 94569 859 228 1087 174 94569 12-)700 2486 2486 1.55 35 35 215 534490 700-) 12 1297 1297 0.81 35 35 215 278855 3783 3783 430 813345
| |
| | |
| CARS I
| |
| 3/28/1987 PAGE 3 RsgerCreightenAsssciatesIncorporated LINKREPORT NETWCRX: SAS IIIPTA8LES: At=SHillP50 VOLUES -SPEED- -COSI--
| |
| BKERND -Al- -A2- -A3- -A4- TOTAL VIC OLD NEV VEH. IOTAL I
| |
| LINK 69-)603 0 0 0.00 35 35 135 0 603-) 69 0 71 71 0.05 35 35 135 9585 0 71 71 270 9585 69-) 70 0 0 0.00 50 50 25 0 70-) 69 1129 282 1411 0.24 50 50 25 35275 e 13
| |
| !!29 282 1411 50 35275 69-)604 0 0 0.00 35 35 154 0 604-) 69 0 8 8 0.01 35 35 154 1232 0 8 8 308 1232 69-)100 !!29 36l 1490 0.25 50 50 80 !!9200 100-) 69 0 0 0.00 50 50 80 0 77 1129 341 1490 160 119200 70-)517 0 0 0.00 35 35 59 0 517-) 70 0 78 78 0.06 35 35 59 4602 0 78 78 !!8 4602 70-) 71 0 0 0.00 50 50 84 0
| |
| .Ii I 71-) 70 566 204 770 0.13 50 50 84 64680 566 204 770 168 64640 71-)605 0 0 0.00 35 35 168 0 I 605-) 71 0 0
| |
| 66 66 66 0.05 35 35 168 !!088 66 336 11088 71-) 72 0 0.00 50 50 25 0 I
| |
| 0 72-) 71 273 138 411 0.07 50 50 25 10275 O3 273 138 411 50 10275 I 72-)518 518-) 72 0
| |
| 0 0
| |
| 88 88 0 0.00 35 35 132 88 0.06 35 35 132 11616 88 264 11616 0
| |
| 72-)531 0 0 0.00 35 35 64 0 531-) 72 0 50 50 0.04 35 35 64 3200 0 50 50 128 3200 77-)730 5610 187 5797 0.97 50 50 20 115940 730-) 77 0 0 0.00 50 50 20 0 5410 187 5797 40 115940 100-)527 0 0 0.00 35 35 12 0 527-)100 0 102 102 0.07 35 35 12 1224 0 102 102 24 1224
| |
| ( 100-)515 0 0 0.00 35 35 24 0 St5-)100 0 151 151 0.11 35 35 24 3624 0 151 151 44 3424 100-)101 1613 614 2227 0.37 50 50 57 126939 101-)100 0 0 0.00 50 50 57 0
| |
| ,y0 1613 614 2227 114 121939
| |
| | |
| I 3/28/1987 CAIS RogerCreightonAssociateslaurporated PAGE 4 LINKREPORT NETWORX:SA5 TRIPTAILES: At:EHIRIP50
| |
| (
| |
| VOLL7.ES -SPEED- -COST-I LINK 101-)602 602-)101 BXERND -Al- -A2- -A3- -Al- 70TAL V/C DLD NEW VEH. TOTAL 0
| |
| 0 81 0 0.00 35 35 248 81 0.06 35 35 248 200!!
| |
| 496 20088 0
| |
| 0 81 81 101-)405 1887 695 2582 0.43 50 50 63 162666 405-)101 0 0 0.00 50 50 63 0 , of 7 126 162666 I
| |
| 1887 695 2582 102-)402 0 0 0.00 50 50 278 0 402-)102 4250 1050 5300 0.88 54 50 2781473400 ,t 5 4250 1050 ,
| |
| 5300 5561473400 102-)221 '2336 54? 2885 0.72 50 50 60 230800 221-)102 0 0 0.00 50 50 80 0 2336 549 2885 160 230800 102-)103 6838 932 m 0 1.29 50 50 1821414140 103-)102 0 0 0.00 50 50 182 0 lii 6838 932 m0 3641414140 103-)20! 1641 261 1902 1.19 35 35 54 102708 201-)103 0 0 0.00 35 35 54 0 1641 261 1902 108 102708 103-)104 6672 7343 1.22 50 50 39 286377 104-)103 0 671 0 0.00 50 50 39 0 I'3b 6672 671 7343 78 286377 I 104-)105 6869 105-)104 0 6869 590 590 7459 1.24 50 50 0 0.00 50 50 7459 14 104426 14 28 104426 0 ItM 105-)710 0 0 0.00 50 50 25 0 710-)105 0 0 0.00 50 50 25 0 0 0 50 0 105-)106 6869 420 7289 1.21 50 50 16 !!6624 106-)105 0 0 0.00 50 50 16 0 Is3k 6849 420 7289 32 !!6624 106-)107 6869 420 7289 1.21 50 50 37 269693 107.)106 0 0 0.00 50 50 37 0 1. s t 6869 420 7289 74 269693 107-)720 0 0 0.00 35 35 12 0 720-)107 0 0 0.00 35 35 12 0 0 0 24 0 s 107-)830 6682 316 6998 1.17 50 50 100 699800 830-)107 0 0 0.00 50 50 100 0 l .1 b g m2 m 6m 200 6 m n ii1-)516 0 0 0.00 35 35 220 0 516-)111 72 0.05 35 35 220 15840 I
| |
| 0 72 0 72 72 440 15840
| |
| | |
| I 3/28/1987 CARS PAE 5 tagerCreightenAsieciateslacarporated LINKREPCRT NETWORX: SA5 TRIPTABLES: At:SHIRIP50 VOLUP.ES -SFEED- -COSI-LINX BKEIND -At-- -A2-- -A3-- --Al- TOTAL VIC OLD NEW VEH. TGTAL 111-) 528 0 0 0.00 35 35 33 0 528-)ii1 0 206 206 0.15 35 35 33 6798 0 206 206 66 6798 111-)529 0 0 0.00 35 35 61 0 529-)111 0 156 156 0.11 35 35 61 t!6 0 156 156 122 75t6 111-)420 981 434 1422 0.39 50 50 123 174904 420-)ii1 0 0 0.00 50 50 123 0 I
| |
| 9!8 434 1422 246 174106
| |
| ~
| |
| 112-)403 0 0 0.00 50 50 1 80 0 403-)!!2 2590 600 3190 0.89 50 50 180 574200 2590 600 3190 360 574200 112-)113 1512 300 1812 0.30 50 50 121 219252
| |
| !!3-)112 0 0 0.00 50 50 121 0 1512 300 1812 242 219 3 2
| |
| !!2-)221 3323 300 3623 0.60 50 50 121 43G3 221-)!!2 0 0 0.00 50 50 121 0 3323 300 3623 242 43G3 113-)i!4 0 300 300 0.07 50 50 12 3600 114-)!!3 0 0 0.00 50 50 12 0 0 300 300 24 3600 113-)780 2161 2161 0.54 50 50 96 207456 780-)113 0 0 0.00 50 50 96 0 2161 2161 192 207456 I 114-)221 221-)!!4 4304 0
| |
| 4304 849 849 5153 0 0.00 50 50 5153 0.86 50 50 20 20 103060 40 tG60 0
| |
| I 114-)790 4576 !!49 790-)1!4 0 4576 !!49 5725 0.95 50 50 133 761425 5725 0 0.00 50 50 t33 266 76143 0
| |
| 115-)231 984 238 1222 1.53 35 35 17 20774 231-)t15 0 0 0.00 35 35 17 0 984 238 1222 34 26774 115-)790 0 0 0.00 50 50 88 0 790-)i15 7065 1149 8214 1.37 50 50 88 722!32 7065 1149 8214 176 722532
| |
| ( 115-)!!6 7065 911. 7976 1.33 50 50 8 GC8 116-)!!5 0 0 0.00 50 50 8 0 ,
| |
| l 7065 911 7976 16 G38
| |
| !!6-)231 2845 206 3051 0.51 50 50 20 61020 l 231-)116 0 0 0.00 50 50 20 0 2145 206 3051 40 61020 1
| |
| | |
| 3/28/1987 CATS PAE 6 RogerCreighlanAsse:iatesIncorporated LINK EPORT ETICRK : SA5 TRIPTABLES: Al:SHIRIP50 g
| |
| VOLW.ES -SFEED- -COST-LINK BKSIND -Al- -A2- --A3- --A4-- TOTAL V/C OLD NEW VEH. TOTAL
| |
| !!6-)!!7 7443 705 8148 1.36 50 50 33 268884 117-)116 0 0 0.00 50 50 33 0 7443 705 8148 66 268884
| |
| !!7-)til 1833 230 2063 0.34 50 50 45 92835 118-)i17 0 0 0.00 50 50 45 0 1833 230 2063 90 92835
| |
| !!7-)122 7346 475 7821 1.30 50 50 68 531828 122-)t17 0 0 0.00 50 50 68 0 7346 475 -
| |
| 7821 136 531828 118-)780 0 0 0.00 30 30 232 0 780-)!!8 3978 3978 1.24 30 30 232 922896 3978 3978 464 922896
| |
| !!8-)119 3959 230 4189 1.31 30 30 29 121481 119-)!18 0 0 0.00 30 30 29 0 3959 230 4189 58 121481 119-)123 820 230 1050 1.75 25 25 3 3150 123-)119 0 0 0.00 25 25 3 0 820 230 1050 6 3150 119-)120 0 0 0.00 30 30 5 0 120-)119 0 0 0.00 30 30 5 0 0 0 to 0 120-)910 0 475 475 0.79 15 15 5 2375 910-)120 0 0 0.00 15 15 5 0 0 475 475 10 2375 I 120-)121 121-)120 1613 1613 0
| |
| 475 475 0 0.00 30 30 2088 0.65 30 30 2088 42 42 87696 44 87696 0
| |
| I 121-)122 122-)121 2869 2869 0
| |
| 475 475 0 0.00 50 50 3344 0.56 50 50 3344 49 49 163854 98 163856 0
| |
| 122-)820 3619 3619 0.90 50 50 61 220759 820-)122 2413 2413 0.60 51 51 61 147193 6032 6032 122 367952 1 123-)910 0 230 230 0.38 15 15 9 2070 910-)123 0 0 0.00 15 15 9 0 0 230 230 18 2070
| |
| ( 201-)810 0 0 0.00 50 50 68 0 8!0-)201 2902 206 3108 0.78 50 50 68 211344 2902 206 3108 136 211344 201-)202 1388 637 2025 1.27 35 35 26 52650 202-)201 0 . 0 0.00 35 35 26 0 138! 637 2025 52 52650 l
| |
| I
| |
| | |
| 3/28/1987 CATS PAGE 7 IngerCreightenAssociateslacerparated LIAKREP017 NETWORX:SA5 TRIPTABLES: AtSHTilP50 VOLP.ES '- SPEED- -COST-LINK 8X5HND -At- -A2- -A3- -A4- TOTAL VIC OLO NEll VEH. TOTAL 202-)203 1388 713 2101 1.31 35 35 9 18909 203-)202 0 0 0.00 35 35 9 0 1388 713 2101 18 18909 203-)301 258 308 566 0.94 25 25 6 3396 301-)203 0 0 0.00 25 25 6 0
| |
| . 258 308 566 12 3396 203-)204 1388 405 1793 1.12 35 35 2 3586 204-)203 0 0 0.00 35 35 2 0 I
| |
| 1388 405 1793 4 3586 204-)901 0 405 405 0.67 15 15 14 5670 901-)204 0 0 0.00 15 15 14 0 0 405 405 28 5670 204-)205 1388 1388 0.87 35 35 5 6940 205-)204 0 0 0.00 35 35 5 0 1388 1388 10 6940 205-)901 0 519 519 0.86 15 15 9 4 71 I
| |
| 901-)205 0 0 0.00 - -
| |
| 0 519 ' 519 9 4671 205-)206 0 0 0.00 35 35 7 0 206-)205 13!8 519 1907 1.19 35 35 7 13349 1 1388 519 1907 14 1D49 206-)303 0 0.00 35 35 28 0 I
| |
| 0 303-)206 1172 238 1410 0.88 35 35 28 39480
| |
| !!72 238 1410 56 39480 I 231-)810 2142 810-)231 2142 0
| |
| 206 206 2348 0.59 50 50 2348 0 0.00 $J 50 20 46960 20 40 46960 0
| |
| l I 231-)303 !!72 303-)231
| |
| !!72 0
| |
| 238 238 1410 1.76 35 35 1410 0 0.00 35 35 78 109980 78 156 109980 0
| |
| i j
| |
| i 301-)302 258 258 0.43 25 25 3 774 .
| |
| 302-)301 0 0 0.00 25 25 3 0 28 28 6 D4 301-)901 0 308 308 0.51 15 15 9 2772 901-)301 0 0 0.00 - -
| |
| 0 308 308 9 2772 i 302-) 303 158 258 0.43 25 25 24 6192 303-)302 0 0 0.00 25 25 24 0 258 258 48 6192 l
| |
| 302-)901 0 0 0.00 - - 1 901-)302 0 0 0.00 15 15 14 0 l I 0 0 14 0
| |
| | |
| I 3/28/1987 CARS RegerCreightenAsssciateslacarporatti PAGE 8 I
| |
| LINKREPORT NETWGRK: SA5 TRIPIABLES: Atr$HIRIP50
| |
| [
| |
| VOLVES -SPEED- -CDST-I LINK 310-)401 401-)310 BK5RND -Al- -A2- --A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL 0
| |
| 805 105 0 0.00 35 35 255 910 0.65 35 35 255 232050 0
| |
| 805 105 910 5!0 232050 310-)320 905 105 1010 0.72 35 35 47 47470 320-)310 0 0 0.00 35 35 47 0 905 105 1010 94 (7470 310-)315 1426 228 1654 0.46 35 35 33 54582 315-)310 0 0 0.00 35 35 33 0 I
| |
| 1426 228 1654 -
| |
| 66 54582 315-)750 1301 1301 0.81 40 40 362 470962 750-)315 0 0 0.00 40 40 362 0 1301 1301 724 470962 390-)401 0 0 0.00 35 35 71 0 401-)390 0 0 0.00 35 35 71 0 0 0 142 0 390-)524 0 0 0.00 35 35 135 0 524-)390 0 174 174 0.12 35 35 135 23490 5 0 174 174 270 23490 40t-)511 0 0 0.00 35 35 123 0 52 0.04 35 35 123 6396 1 511-)401 0 0
| |
| 52 52 52 246 6396 I 401-)533 533-)401 0
| |
| 0 0
| |
| 53 53 0 0.00 35 35 300 53 0.04 35 35 300 15900 53 600 15900 0
| |
| I 402-)525 525-)402 0
| |
| 0 0
| |
| 94 94 0 0.00 35 35 102 94 0.07 35 35 102 94 204 0
| |
| 9588 9588 402-)405 0 0 0.00 50 50 29 0 405-)402 1887 746 2633 0.44 50 50 29 76337 iO
| |
| , 1887 746 2633 58 76D7 402-)513 0 0 0.00 35 35 130 0 513-)402 0 210 210 0.15 35 35 130 27300 0 210 210 260 27300 403-)508 0 0 0.00 35 35 321 0 508-)403 0 46 46 0.03 35 35 321 14766 0 46 46 642 14766
| |
| ( 403-)420 0 0 0.00 50 50 72 0 420-)403 1242 476 1718 0.48 50 50 72 123696 1242 476 1718 144 123696 403-)526 0 0 0.00 35 35 170 0 3 526-)403 0 78 78 0.04 35 35 170 13260 g 0 78 '! 340 13260
| |
| | |
| 3/28/1987 CAI5 PAGE 9 IngerCreightaaAssociatesIncertsrated LINKREPOR7 NETWDEK: SA5 7tiPTA!LES: At:SHTAIP50 VOLU.".ES -SPEED- -COST-LINK 8KERND -Al- -A2- -A3- -A4-- TOTAL VIC OLD NEW VEH. TOTAL I 405-)515 535-)+05 0
| |
| 0 0
| |
| 51 51 0 0.00 35 35 51 0.04 35 35 51 64 64 128 0
| |
| 3264 3264 I 420-)536 536-)420 0
| |
| 0 0
| |
| 42 42 0 0.00 35 35 42 0.03 35 35 42 85 85 170 0
| |
| 3570 3570 501-)770 0 0 0.00 25 25 38 0 770-)501 1439 1439 1.20 25 25 38 54682 1439 1439 76 54682 501-)830 0 0 0.00 50 50 20 0 830-)501 8135 316 8451 1.41 50 50 8451 20 169020 40 169020
| |
| }451 8135 316 501-)502 1336 316 1652 1.03 25 25 3 4956 502-)501 0 0 0.00 25 25 3 0 1336 316 1652 6 4956 502-)505' 0 316 316 0.!! 25 25 3 948 505-)502 0 0.00 - - -
| |
| I 0
| |
| 0 316 316 3 948 502-)503 1336 1336 0.83 25 25 3 4008 0 0.00 25 25 I 503-)502 0 3 0 1336 1336 6 4008 503-)902 0 187 187 0.31 15 15 5 935 I
| |
| 902-)503 0 0 0.00 - -
| |
| 0 187 187 5 935 503-)504 0 0.00 25 25 3 0 .
| |
| I 0
| |
| 504-)503 1336 187 1523 0.95 25 25 3 4569 1336 187 1523 6 4569 I 504-)730 730-)504 6110 0
| |
| 6tt0 187 187 0 0.00 50 50 6297 1.05 50 50 6297 55 55 346335 110 346335 0
| |
| I 505-)830 830-)505 0
| |
| 0 0
| |
| 0 0.00 15 15 0 0.00 - -
| |
| 0 5
| |
| 5 0
| |
| 0 505-)902 0 316 316 0.26 15 15 5 1580 902-)505 0 0 0.00 15 15 5 0 0 316 316 to 1580 506-)515 0 47 47 0.03 35 35 116 5452 515-)506 0 0 0.00 35 35 116 0 0 47 47 232 5452 507-)525 0 45 45 0.03 35 35 147 6615 525-)507 0 0 0.00 35 35 147 0 0 45 45 294 6615
| |
| | |
| CAIS I
| |
| 3/28/1987 PAGE10 IngerCreightenAssociateslocarporated LINKREPORT NETWORX:SA5 itIPTABLES: A1:5HIRIP50 VOLl,5ES- -SPEED- -COST-LINK BK5hD -Al- -A2-- -A3-- -A4- TOTAL V/C OLD NEW VEH. TOTAL I 509-)512 512-)509 0
| |
| 0 0
| |
| 76 76 76 0.05 35 35 0 0.00 35 35 76 12 12 24 912 0
| |
| 912 512-)524 0 128 128 0.09 35 35 90 11520 524-)512 0 0 0.00 35 35 90 0 0 128 128 180 11520 513-)519 0 0 0.00 35 35 35 0 519-)513 0 118 118 0.08 35 35 35 4130 0 !!8 - 118 70 4130 514-)526 0 N 28 0.02 35 35 147 4116 526-)514 0 0 0.00 35 35 147 0 0 28 28 294 4116 516-)532 0 0 0.00 35 35 76 0 532-)516 0 34 34 0.02 35 35 76 2584 0 34 34 152 2584 527-)601 0 0 0.00 35 35 203 0 83 0.06 35 35 203 16849 I
| |
| 601-)527 0 83 0 83 83 406 16849 528-)530 0 0 0.00 D 35 35 0 I 530-)528 0 0
| |
| 122 122 122 0.09 35 35 17.
| |
| 35 70 4270 4270 530-)537 0 0 0.00 35 35 116 0 I 537-)530 0 0
| |
| 54 54 54 0.04 35 35 116 54 232 6264 6264 I 700-)710 2170 710-)700 2170 0
| |
| 2170 1.36 35 35 2170 0 0.00 35 35 61 132370 61 122 132370 0
| |
| I 710-)720 2195 720-)710 2195 0
| |
| 2195 1.37 35 35 2195 0 0.00 D 35 66 144870 66 132 144870 0
| |
| I 720-)730 2274 730-)720 0 2274 2274 1.42 35 35 125 284250 2274 0 0.00 35 35 125 250 284250 0
| |
| 730-)820 0 0 0.00 50 50 80 0 82;-)730 3811 38tl 0.95 38 38 80 304850 3811 3811 t&O 304880 t 750-)760 ti10 1110 0.69 40 40 86 95460 760-)750 0 0 0.00 40 40 86 0 1110 1110 172 95460 760-)770 t489 1489 0.93 40 40 170 253130 770-)760 0 0 0.00 40 40 170 0 1489 1489 340 253130
| |
| | |
| .. . . . .. .. ....'.~: ..
| |
| CARS PAGE11 I
| |
| 3/28/1987 RogerCreightsaAssociatesIntertsrated LINKREPORT NETWORK:SA5 TilPTABLES: At:SHIRIP50 VOLUES -SPEED- -CCST-LINK BX6tXD -Al- -A2- -A3- -A4 - TOTAL VIC OLD NEW VEH. TOTAL 78F)790 1625 1625 1.02 35 35 66 107250 I' 790-)780 0 0 0.00 35 35 66 132 107250 0
| |
| 1625 1625 790-)800 1223 1223 0.76 35 35 71 86833 800-)790 0 0 0.00 35 35 71 0 1223 1223 142 84833 800-)810 1989 1989 1.24 35 35 33 65637 810-)800 0 0 0.00 35 35 33 0 1959 -
| |
| 1989 66 65637 810-)820 2242 2242 1.40 35 35 139 3t1638 820-)810 0 0 0.00 35 35 139 0 2242 2242 278 311638 I
| |
| I -
| |
| I I
| |
| I I
| |
| I .
| |
| . I
| |
| | |
| I 3/25/1987 CARS Roger Creighton Associates locarporated PASE 1 ,
| |
| I DETAILN0DEREP0ii I NETWORK:SA5 TRIPTABLES: A1SHIRIP50 I INTERSECTIONI 5 LOCATION:NORTHSTPKWY
| |
| -VOLUMES FICR DIR N00E APP NH BK6HND -Al- -A2- -A3- -A4- TOTAL N 105 SB L i
| |
| I 170 170 R
| |
| E 104 WB L T -440 440
| |
| $ 201 MB L I T R
| |
| I W 6 EB L T
| |
| R I INTERSECTIONI 6 LOCATION:NORTHSTPKWY
| |
| --------40LUMES-I FkOM DlR NODE AFP WN BKERND -Al- -A2- --A3- -A4- TOTAL l
| |
| N 106 SB L I
| |
| I E 5 WB L 76 76 364 364 I S 202 NB L T
| |
| R I
| |
| W 7G L R
| |
| I I
| |
| I I .
| |
| | |
| I CARS 3/28/1987 PAGE 2 .
| |
| IngerCreightonAsssciates!scarpirated I DETAILN00EREPORT I NETW3E : SA5 TilPTABLES: At=SHIRIP50 l
| |
| I INTERSECTIONl FIOR 7 LOCATION:NORTHSTPHY
| |
| -VOLUMES l
| |
| (
| |
| O!R RODE APP MVH R6RND -Al- -A2- -A3- -A4- TOTAL M 107 58 L j i 104 104 :
| |
| I E 6 WB L 177 177 l
| |
| i 187 l I
| |
| 1 87
| |
| ' ~
| |
| i 5 206 R8 L l I !
| |
| l V 77 EB L I
| |
| I IXTERSECTICX l 103 LOCATION: ROUTE 495 l
| |
| l FIGH VOLUMES Olt N0DE APP MVR RERND -Al- -A2- --A3- -A4- TOTAL N $8 L I E 102 98 L 261 261 671 671 S 201 NB L i l
| |
| , 10, o L l I
| |
| l I
| |
| I <
| |
| I I
| |
| | |
| I CAB $
| |
| 3/28/1987 PAGE 3 ;
| |
| RegerCreightsnAssociatesincorporated DETAILN0DEREPCET ETW0iX : SA5 TRIPTABLES: A1SHitIP50 l
| |
| INTERSECTION I 104 LOCATION: ROUTE 495 FROM VOLl,5ES - .
| |
| DIR N00E APP IMt BK5tND -Al- -A2- -A3- -A4- TOTAL N 4 58 L 38 38 i 321 321 i
| |
| E 103 WB L 119 119 I
| |
| T 1 90 590 R .
| |
| S 5 NB L I I W 105 EB L I !
| |
| I INTERSECTION I 105 FROM LOCAllDN: ROUTE 495 V0lt!P.ES -
| |
| 011 N00E AFP m BKERXD -Al- -A2- -A3- -A4- TOTAL N 710 SB L I E 104 WB L i
| |
| 170 170 420 420 S 5 NB L I .
| |
| I W 106 EB L i
| |
| i I
| |
| I .
| |
| I I
| |
| | |
| .a. . _ . . . _ _ . . . . . _ . . ..
| |
| 3/28/1987 CATS PAGE 4 RegerCreightenAssociatesIncorporated DETAILN30EREP0ti I NETWRK:SA5 TRIPTABLES: A14HitlP50 I INTERSECTION i 106 LOCATION: ROUTE 495 ft0!! VOLLY.ES-CII N0DE APP IMI BK6RND -Al- -A2- -A3- -A4- TOTAL N SB L E 105 WB L T 420 420 1 g .
| |
| S 6 NB L
| |
| ,I
| |
| !g 'W 107 B L g i I
| |
| I INTERSECTION I 107 LOCAi!ON:
| |
| Ft0ft VOLL?.ES Olt N0DE AFP F.VM BK6tND -Al- -A2- -A3- -A4- TOTAL N 720 SB L I I E 106 WB L 104 104 -
| |
| 316 316 7 NB L I 5 l T l I 1 W 530 0 L i :
| |
| l I <
| |
| I .
| |
| I
| |
| | |
| 3/28/1957 CAIS PAGE 5 RogerCttightsnAssociatesIncorptrated i
| |
| DETAILN0DEREP0ti NETWORK: SA5 TRIPTABLES: A!:SHTIIF50 i
| |
| INTERSECTION I i15 LOCATION: SOUTHSTPRKWY FROM VOLUMES-DIR NODE APP MV5 BKERND -Al- -A2- -A3- -A4- TOTAL N 231 $8 L l T
| |
| I E 790 W8 L l
| |
| l T .911 911 t ,
| |
| 238 238 S NB L I I l W !!6 0 L iI l .
| |
| I INTERSECTION I 116 LOCATION: SOUTHSTPm FROM VOLUP.ES DIR NODE APP MVH BK6RNO -Al- -A2- -A3- -A4- TOTAL I N 231 SB L 1
| |
| i I E 115 W8 L I T t
| |
| 705 206 705 206 S M8 L I i I -
| |
| 117 B L I
| |
| W T
| |
| I .
| |
| I I 1 I
| |
| I
| |
| | |
| 3 3/18/1987 CAIS PAGE 6 g tager Creighten Assstiates 1 cerperated DETAll CDE REPORT I NETW0ff,iSA5 TIIPTA!LES Ate!HTRIP50 INTERSECTION 1 118 LOCAT13: ROUTE 27 FIOR -VOLUES Olt NODE APP M BKERND -Al- -A2- -A3- -A4- TOTAL N !!7 SB L T
| |
| I 230 230 E 780 WB L T -
| |
| t .
| |
| S NB L I I W !!! EB L I .
| |
| I INTERSECTION I i19 FIM LOCATION: ROUTE 27 YOLt?.ES 918 N0DE APP M SK5IND -Al- -A2-- -A3- -A4- TOIAL N SB L I
| |
| E !!8 WB L 230 230 t
| |
| S 123 NB L l t l g V 120 EB L g i l
| |
| I I 1 I .
| |
| I
| |
| | |
| I 3/28/1987 CAI5 lager Creights: Aissciates !scarreratti PAGE 7 DETAIL N0X IEPORT
| |
| ' NETWORKISA5 TilPTABLES: AtrSHTIIP50 I IXTERSECTIDM i 120 FROM LOCATION:ROVTE27 VOLEJi-I!! MDE APP M BK6RND -Al- -A2- -A3- -A4- TOTAL N 58 L f T l I E 119 WB L
| |
| ' l I
| |
| T l .
| |
| S 910 NB L I
| |
| 121 B L I
| |
| U T
| |
| I 475 475 l
| |
| 1 INTERSECTILN i 121 LOCATION: ROUTE 27 FROM VOLUMES Olt EtE AFP M BK6AND -Al- -A2- -A3- -A4- TOTAL N 122 $8 L 475 475 I i E 120 WB L l l l
| |
| l 5 NB L T
| |
| I l U B t
| |
| ~
| |
| I .
| |
| l I
| |
| | |
| , .. . a . . . . . ..
| |
| CA!5 I 3/28/1987 PAGE 8 tager Creipts: Associates Interparated CETAILNDDEREPORT-I NETW0tK: SA5 TRIPTABLES: Air $HTRIP50 I INTERSECTION I 123 FIGM LOCATION:NEW!!!D6EROAD VOLU?is III N00E APP m BKSIND -Al- -A2- -A3- -A4- TOTAL M !!! SB L T
| |
| t 230 230 E WB L T
| |
| t .
| |
| S NB L I I 910 EB L I
| |
| W T
| |
| R I INTERSECT 10N I 201 LO'ATION:
| |
| C OLDCOUNTRY10AD VOLUPIS-FROM O!! NGDE APP M BKEIND -Al- -A2- -A3- -A4- TOTAL N 5 SB L 150 170 320 l
| |
| E 103 WB L 261 261 S 810 NB L 206 206 1 I
| |
| I 202 EB t 1 U
| |
| i i 1
| |
| t I
| |
| I ,
| |
| I I
| |
| ~
| |
| | |
| 3/21/1987 CATS PAGE 9 RogerCreightenAssociatesIntertsrated DETAILN00EREPORT I NETWORK:SA5 TRIPTABLES: AirSHitIP50 INTERSECTION i 202 LOCATION: OLDCOUNTRYRDAD FROM VOL'.HES DIR NCDE AFP NVH BKERND -Al- -A2--A3- -A4- TOTAL N 6 SB L 351 351 T 551 551 1 270 76 346 E 201 WB L 278 278 i 902 -637 1539 I . 209 209 S NB L I V 203 EB L I
| |
| 389 389 I T t
| |
| 930 69 930 69 I INTIthECTICNI203 FROM LOCATION: OLDCOUNTRYROAD VOLUP.ES DIR NODE APP HVH BK6END -Al- -A2- -A3- -A4- TOTAL N SB L T
| |
| E 202 WB L 308 308 I
| |
| i 405 405 S 301 NB L I i W 204 EB L I
| |
| I .
| |
| I I
| |
| | |
| . 3/28/1957 CARS PAGE10 IngerCreightsaAsisciat9sInternrated DETAILNDDEREPORT I NETVDRK: SA5 TilPTABLES: At SHIRIP50 INTERSECTION I 204 LOCATION:OLDCOUNTRYROAD FROM VOLUMES DIR N0DE APP IM BK6P.ND -Al- -A2- -A3- TOTAL I N S8 L T
| |
| I E 203 WB L 405 405 T .
| |
| R ,
| |
| S 901 NB L I W 205 8 L I
| |
| I I I IKTERSECTION i 205 FROM LOCATION: OLDCOUNTRYICAD VOLUP.ES DIR NODE AFP RV!! BKERND -Al- -A2- -A3- -A4- TOTAL N SB L T
| |
| I E 204 WB L I $ 901 NB L I
| |
| I !
| |
| 206 B L I
| |
| V T
| |
| R 519 519 I
| |
| I .
| |
| I I
| |
| l
| |
| | |
| CAIS I 3/28/1987 PAEE!!
| |
| IsserCreights:Assatiatesincorporatti DETAILN00EREP0ti NETWORK:SA5 TRIPTABLES: AfrSHitIP50 INTEISECTION 3 206 LOCATION:OLOCOUNTRYRD.
| |
| FROM VOLV."IS Olt N0DE APP RVN BKitND -Al- -A2- -A3- -A4- TOTAL I 7 SB L 269 281 550 T 1674 1674 I 125 125 E 205 WB L 209 209 I
| |
| T 1083 1083 R - 98 98 5 303 NB L 258 25a I T t
| |
| 785 129 238 785 367 B L I
| |
| E T
| |
| I I INTEISECTION I 231 LOCATION: ROUTE 135 FROM V00.?iS DIR N00E APP HVR BK6tND -At- -A2- -A3- -A4- TOTAL N 810 SB L I E 115 WB L I
| |
| 238 238 S !!6 NB L 206 - 206 I W 303 EB L T
| |
| t I
| |
| I .
| |
| I I __
| |
| | |
| I I 3/28/1987 CARS Roger Creighten Assiciates laccratrated PAGE12 DETAllN00EREPORT ETWORK : SA5 TRIPTABLES: A!:SHIRIP50 INTERSECTION I 301 LOCATION:NEWSOUTHROAD FROM VOLUMES DIR N00E APP WM BKERND -Al- -A2- -A3- -A4- TOTAL N 203 S8 L T
| |
| R 308 308 E WB L T
| |
| * t .
| |
| S 302 NB L R
| |
| 901 B L I
| |
| V T
| |
| R I INTERSECTION I 302 LOCATION: EV SOUTH ROAD FROM VOLUMES III NODE AFP WM BKEIN3 -Al- -A2- -A3- -A4- TOTAL N 301 58 L T
| |
| R E V8 L I ;
| |
| 303 NB L I
| |
| S T
| |
| R H 901 B L T
| |
| R l
| |
| I .
| |
| I i I
| |
| I
| |
| | |
| 4... . . -
| |
| 3/28/1987 CAIS PAGE13 tager Creigitsa Associates lacstparated DETAILN00EREP0ti l
| |
| l NETWORK:SA5 TRIPTABLES: At:SHTRIP50 ,
| |
| I INTERSECTION I 303 FROM LOCATION: ROUTE 107 VOLUMES Dit 50DE APP WM BKERND -Al- -A2- -A3- -A4- TOTAL N 302 SB L T
| |
| I E WB L I
| |
| T I
| |
| t .
| |
| S 231 NB L 238 238 !
| |
| I i
| |
| t 206 EB L I
| |
| V I
| |
| INTERSECTION I 501 LOCATION: ROUTE 495 Ft0P. VOLUMES Dit NODE APP MVM BKSIND -Al- -A2- -A3- -A4- TOTAL N 770 SB L i I
| |
| T 998 998 ,
| |
| t 315 315 )
| |
| E 830 WB L 290 316 ,
| |
| 606 I T 1
| |
| 434 347 434 347 5 502 NB L 338 338 743 743 I W EB L T
| |
| t I
| |
| O I l l
| |
| | |
| 3/21/1987 CAI$ PAGE14 leger Creightsa Aissciates laterparated DETAILlt0DEREPORT NETWC2X:SA5 ftIPTAELES: A!:SHillP50 I INTERSECTION 4 502 FROM LOCATION:VILLISAVE VOLWES DIt NODE APP M 8K5hD -Al- -A2- -A3- -A4- TOTAL N 501 SB L 342 316 678 i 975 975 t
| |
| E 505 WB L I
| |
| T t .
| |
| S 503 NB L I . T 1
| |
| 752 234 752 234 W G L T
| |
| t INTERSECTION i 503 LOCATION:VILLISAVE FIO!! V0 LEES Olt N0DE APP W BK5HD -Al- -A2- -A3- -A4- TOTAL X 502 SB L I i E 902 UB L I
| |
| 504 NB L I
| |
| S T
| |
| t 187 187 W G L T
| |
| I I
| |
| I
| |
| | |
| CARS I
| |
| 3/28/1987 PAGE15 RogerCreightenAssociates!acarporated DETAIL EDE REPORT NETWORX:SA5 TRIPTABLES: A!rSHIRIP50 I ikTERSECi10N i 504 FROM LOCAT10N:WILLISAVE VOLUMES-DIR N0DE APP m BK5RND -Al- -A2- -A3- -A4-- TOTAL N 503 38 L T
| |
| R E 730 VB L R - 187 187 S NB L R I V EB L R
| |
| INTERSECTION i 505 LOCATION:ACCESSROAD FROM -VOLUMES Olt EDE APP m BKERG -Al- -A2- -A3- -A4- TOTAL N SB L T
| |
| I E 830 WB L I !
| |
| S 902 NB L I
| |
| 502 EB L I
| |
| E T
| |
| R 316 316 l
| |
| i
| |
| ,- . - , - - - - - - - , , , - . , - . _ _ - - , - - . _ _ , ,-ne_,
| |
| .m---- ,,,, . , n.,.,,,,-. ,---,.- ~, _ , - - - , - - , - - -
| |
| | |
| 3 I
| |
| I Exhibit 19A l
| |
| l I
| |
| I l
| |
| l I
| |
| | |
| STUDY NETWORK FOR EVALUATION OF PROPOSED SHOREHAM EVACUATION PLAN I
| |
| L y
| |
| c e . %,.
| |
| 512 $ 'P--- -
| |
| #" y' 5 21 ps ;
| |
| / $23 3 ., e' pg 16o 750 ,
| |
| ..o ost 3,5 Y
| |
| 003 $2Sh $3
| |
| : t. ,: o e* ,
| |
| m, ; -
| |
| ",., Aso.g,.*.
| |
| , < ama m ,
| |
| +., g ,
| |
| i, p
| |
| 2n a- ,,,
| |
| / rio H ie n.,,n. : i l l l B e ,'% s . . _ _ "*d
| |
| /
| |
| * 2A L- ,
| |
| na i sain ./M "'
| |
| 3, t ' .. '*
| |
| reo
| |
| ; \ '*' "* ,.'
| |
| 2 D
| |
| . ! C eenmo i
| |
| i
| |
| -g .n W y,. ~
| |
| f' B
| |
| L-.
| |
| A ,o
| |
| "' C
| |
| 'g no ryn 205 ''
| |
| / ; s.umore w . y.'
| |
| s .e
| |
| -----o,mi
| |
| * eat '. -
| |
| sa l vam./ cap.e.tv natio so, g, f 3,
| |
| . 12 0
| |
| _ . . _ o,,...., ,
| |
| p, -
| |
| ,.o . 29 so21'.~o*. .o2 .
| |
| g[ - ,m.
| |
| C
| |
| _.._ C . .. . ..
| |
| ii I
| |
| =
| |
| g T
| |
| 'i b
| |
| b s.
| |
| | |
| EXHIB!T 19A +5
| |
| ,D SHOREH:.M g 53
| |
| ; e o,n f
| |
| : ''.5 T1 D URE "is'''jjh[~ AP r $3. i tyds' Also Avalfable on Aperfure Card
| |
| /
| |
| D 7)o 770 ,
| |
| 106 'o 4 F2e ,,
| |
| Roslyn ,
| |
| A ll *
| |
| " " YN 203 l zos
| |
| " Hschsville I
| |
| i
| |
| .co
| |
| $ Load Node ii A Simpse Node 820, p i^-1-_;_
| |
| . oei..i.d Node i,i 1^--}-} on, nr , "*/
| |
| A ,
| |
| ^ \
| |
| W 112 s,
| |
| 't e.n..,.
| |
| tis
| |
| ~
| |
| i Scale 1 2 So. Coo Prepared Fy : ROGER CREIGHTON ASSOQAME M T 7o'l 2 3 o m -o 7 i
| |
| | |
| e _-
| |
| I I
| |
| I I J l
| |
| i Exhibit 20 l i
| |
| i I :
| |
| I 1
| |
| 1 i
| |
| I !
| |
| 1 I ,_ - - , , , - , ,
| |
| | |
| 1 Exhibit 20
| |
| / \
| |
| I ASSIGtlMENT 5A l
| |
| EPZ Trips: 50 % of all trips from the EPZ = 29202 trips.
| |
| Routings: Minimum paths plus other routes assigned by LILCO. !
| |
| Trips diverted to routes based on relative costs.
| |
| Background Traffic: 150 % on all Nassau County links.
| |
| Other Evacuating Traffic:
| |
| Based on same assumptions as for assignment 5.
| |
| e G
| |
| I I
| |
| I lI l
| |
| I r
| |
| I lI
| |
| | |
| CAI5 I 3/30/1987 PAGE i RegerCreightsaAssetiatesIncorporated LINKREPORT ETWORX : sa5a TIIP TELES : At:SHT11F50 l VOLllES -5 PEED- -COST-LINK BK6RND -Al- -A2- -A3- -A4- TOTAL V/C OLD EW VEH. TOTAL I 1-)510 510-) 1 0
| |
| 0 0
| |
| 73 73 0 0.00 35 35 102 73 0.05 35 35 102 73 204 0
| |
| 7446 7446 1-)522 0 0 0.00 35 35 54 0 522-) 1 0 120 120 0.09 35 35 54 6480 0 120 120 104 6480 1-)534 0 0 0.00 35 35 24 0 534 4 1 0 53 53 0.04 35 35 24 1272 0 53 - 53 48 1272 1-)390 1402 24'6 1648 0.46 50 50 68 112064 390-) 1 0 0 0.00 50 50 68 0 1402 246 1648 136 !!2064 2-)390 0 0 0.00 50 50 68 0 390-) 2 1832 506 2338 0.65 50 50 68 158984 1832 506 2338 136 158984 2-) 11 0 0 0.00 35 35 170 0 11-) 2 1340 1605 1.15 35 35 170 272850 I
| |
| 265 1340 265 1605 340 2'2850 2-)320 1758 712 2470 0.69 50 50 80 197600 h 320-) 2 0 0 0.00 50 50 '0
| |
| , 0 E 1758 712 2470 160 197600 2-)310 1426 59 1485 1.06 35 35 83 123255 310-) 2 0 0 0.00 35 35 83 0 1426 59 1485 166 123255 3-)320 0 0 0.00 50 50 66 0 320-) 3 2203 730 2933 0.81 50 50 66 193578 2203 730 2933 132 193578 I 3-) 4 1809 4-) 3 1809 0
| |
| 730 730 2539 0.71 55 47 2539 0 0.00 50 50 47 119333 47 94 !!9333 0
| |
| 4-) 12 0 0 0.00 50 50 43 0 12-) 4 1500 59 1559 0.39 50 50 43 67037 1500 59 1559 86 67037 4-)102 1660 596 2256 0.56 50 50 20 45120 102-) 4 0 0 0.00 50 50 20 0 1660 596 2256 40 45120 4-)104 4413 193 4806 1.20 50 50 231!!!0186 104-) 4 0' 0 0.00 50 50 231 0 4613 193 4806 4621110186 5-)105 0 0 0.00 50 50 6 0 105-) 5 2245 94 2339 0.39 50 50 6 14034 2245 94 2339 12 14034
| |
| | |
| a 3/30/19!7 CARS PAGE 2 g Roger Creighton Associates Incarnratti LIE REPCRT
| |
| (: sa5a 7RIPTABLES: At-SHIRIP50 VOLW.ES -SPEED- -COST-LIE 8K6ilND -At- -A2- -A3- -A4- TOTAL VIC OLO EV VEH. TOTAL I 5-)104 104-) 5 4697 4697 0
| |
| 153 153 4850 0 0.00 50 50 4850 1.21 50 50 16 16 77600 32 77600 0
| |
| 5-)201 2588 94 2682 0.45 50 50 31 83142 201-) 5 0 0 0.00 50 50 31 0 2588 94 2682- 62 83142 5-) 6 4882 153 5035 1.26 50 50 18 90630 6-) 5 0 0 0.00 50 50 18 0 4882 153 . 5035 36 90630 6-)106 0 0 0.00 35 35 7 0 106-) 6 914 914 0.57 35 35 7 6398 714 914 14 6398 6-)202 1172 42 1214 0.76 25 25 50. 60700 2'J2-) 6 0 0 0.00 25 25 50 0
| |
| !!72 42 1214 100 60700 6-) 7 46!6 til 4727 1.18 50 50 37 174899 7-) 6 0 0 0.00 50 50 37 0 I 7-)107 4616 0
| |
| 111 4727 0 0.00 25 25 74 174899 6 0 107-) 7 2663 30 2693 1.12 25 25 6 16158 2663 30 2693 12 16158 7-)206 2067 75 2142 1.34 25 25 44 94248 I 206-) 7 2067 0
| |
| 75 2142 0 0.00 25 25 44 88 94244 0
| |
| 7-) 77 5213 66 5279 1.32 50 50 82 432878 0 0.00 50 50 1 77-) 7 5213 0
| |
| 66 5279 82 164 432878 0
| |
| I 11-)521 521-) 11 0
| |
| 0 0
| |
| !!0
| |
| !!O 0 0.00 35 35 110 0.08 35 35
| |
| !!0 85 85 170 0
| |
| 9350 9350
| |
| !!-)520 0 0 0.00 35 35 85 0
| |
| - 520-) 11 0 til !!8 0.08 35 35 85 10030 0 !!8 !!8 170 10030
| |
| !!-)523 0 0 0.00 35 35 144 0 523-) t1 0 37 37 0.03 35 35 144 5:28 0 37 37 288 5328
| |
| : 12-)315 0 0 0.00 35 35 87 0 315-) 12 859 59 918 0.25 35 35 87 79866 859 59 918 174 79866 12-)700 2486 2486 1.55 35 35 215 534490 700-) 12 1297 1297 0.81 35 35 215 278355 .
| |
| 3783 3783 430 813345
| |
| | |
| 3/30/1987 CAIS PAGE 3 RogerCreightenAssociateslacerrarated LIE REPORT NETWORK:sa5a TilPIAELES: Al=SH7tIP50 7
| |
| VOLU",ES -
| |
| -SPEED- -COST-LINK 8K61ND -At- -A2- -A3- -A4- TOTAL V/C CLD NEW VEH. TOTAL I 69-)603 603-) 69 0
| |
| 0 0
| |
| 71 71 0 0.00 35 35 135 71 0.05 35 35 135 71 270 0
| |
| 9585 9585 69-) 70 0 0 0.00 50 50 25 0 70-) 69 1129 281 14to 0.23 50 50 25 35250 0.28 1129 281 1410 50 35250 I 69-)604 604-) 69 0
| |
| 0 0
| |
| 8 8 -
| |
| 0 0.00 35 35 154 8 0.01 35 35 154 8 308 0
| |
| 1232 1232 69-)100 1129 36'O 1489 0.25 50 50 80 !!9120 100-) 69 0 0 0.00 50 50 80 0 O.27
| |
| !!29 360 1489 160 !!9120 70-)517 0 0 t.to 35 35 59 0 517-) 70 0 U U ( 05 35 35 59 4543 0 U U !!8 4543 70-) 71 0 00.00 9 50 84 0 71-) 70 566 204 770 G.13 50 50 84 64680 0 14 566 204 U0 168 64680 71-)605 0 1 0.00 35 33 168 s' 605-) 71 0 66 66 2.05 Z "5
| |
| , 168 !!088 336 !!081 1 0 66 66 ,
| |
| 71-) 72 0 0 0.03 '20 50 25 0 I 72-) 71 273 273 138 138 411 0.07 F) 50 411 25 10275 0 07 50 10275 72-)518 0 0 0.00 35 35 132 0 518-) 72 0 88 r.0'. 35 35 132 11616 1 0 88 88 88 264 11616 0 0.00 35 35 I 72-)531 0 64 0 531-) 72 0 50 ;J 0.24 35 35 64 3200 0 50 10 128 3200 I U-)730 5610 730-) U 5610 0
| |
| 66 66 5A76 0.95 50 50 5676 0 0.00 50 50 20 !!3520 20 40 113520 0 .
| |
| 1 100-)527 0 0 0.00 35 35 12 0 527-)100 0 102 102 0.07 35 35 12 1224 0 102 102 24 1224 i 100-)515 0 0 0.00 35 35 24 0 515-)100 0 151 151 0.11 35 35 24 3624 0 151 151 48 3624 100-)101 1613 613 2226 0.37 50 50 57 126882 101-)100 0 0 0.00 50 50 57 0 0. <( 0
| |
| !!!3 613 2226 114 126182
| |
| | |
| 3/30/1987 CAiS PAGE 4 Roger Creighton Associates Incorporated I
| |
| LIF, REP 0ii NEiliOEX : sa5a TEIPTABLES: At:SH711P50 VOLT'ES -SPEED- --COST-LID. BKUND -Al- -A2- -A3- -A4- TOTAL Vit OLD NEll VEd. TOTAL I 101-)602 602-)101 0
| |
| 0 0
| |
| 81 81 0 0.00 35 35 I46 81 0.06 35 35 148 20088 81 496 20088 0
| |
| 101-)405 1887 694 2581 0.43 50 50 63 162603 405-)101 0 0 0.00 50 50 63 0 0.'/7 1887 694 2581 126 162603 102-)402 0 0 0.00 50 50 278 0 402-)102 4250 1049 5299 0.88 50 50 2781473122 0.9f 4250 1049 5299 5561473122 I
| |
| 102-)221 2336 549 2885 0.72 50 50 80 230800 221-)102 0 0 0.00 50 50 80 0 2336 549 2885 160 230800 102-)103 6838 1096 7934 1.32 50 50 182 1443988 103-)102 0 ! 0.00 50 50 182 0 /.Y3 6838 1096 7934 364 1443988 103-)20! 1641 575 2216 1.38 35 35 54 !!9664 0 0.00 35 35 I 201-)103 0 54 0 1641 575 2216 108 119664 103-)104 6672 521 7193 1.20 50 50 39 280527 104-)103 0 0 0.00 50 50 39 0 /. 3 O 6672 521 7193 78 280527 104-)105 6869 561' 7430 1.24 50 50 14 104020 I 105-)104 6869 0
| |
| 541 7430 0 0.00 50 50 14 28 104020 0 /.3 V 105-)710 0 0 0.00 50 50 25 0 710-)105 0 0 0.00 50 50 25 0 0 0 50 0 I 105-)106 6869 106-)105 6869 0
| |
| 467 467 7336 1.22 50 50 m6 0 0.00 50 50 16 117376 16 0 /.32, 32 ti m 6 106-)107 6869 7336 1.22 50 50 37 271432 107-)106 0 467 0 0.00 50 50 37 0 l32 6869 467 7336 74 271432 107-)720 0 0 0.00 35 35 12 0 720-)107 0 0 0.00 35 35 12 0 0 0 24 0
| |
| = 107-) 830 6682 437 7119 1.19 50 50 100 711900 0 /26 830-)107 0 0 0.00 50 50 100 6682 437 7t19 200 711900 g
| |
| !!t-)516 0 0 0.00 35 35 220 0 516-)111 0 72 72 0.05 35 35 220 15840 0 72 72 440 15840
| |
| | |
| 3/30/1987 CAIS PAGE 5 Roger Creighten Associates Incarnrated I
| |
| - LIE REPOR7 ETWORK : sa5a TRIPTA!LES: At=SHIRIP50 VOLUP.E5 -SPEED- -COSI- I LIE BKERND -Al- -A2-- -A3- -A4-- T07AL VIC OLD NEW VEH. TOTAL l I tit-)528 528-)i11 0
| |
| 0 0
| |
| 205 205 0 0.00 35 35 205 0.15 35 35 205 33 33 66 0
| |
| 6765 6765 l
| |
| 111-)529 0 0 0.00 35 35 61 0 529-)111 0 155 155 0.!! 35 35 61 9455 0 155 155 122 9455 111-)420 988 432 1420 0.39 50 50 123 174660 420-)111 0 0 0.00 50 50 123 0 1420 246 174660 I
| |
| 988 432 -
| |
| 112-)403 0 0 0.00 50 50 180 0 403-)112 2590 596 3186 0.88 50 50 180 573480 2590 596 3186 360 573410
| |
| !!2-)til 1512 439 1951 0.33 50 50 121 236071 113-)!!2 0 0 0.00 50 50 121 0 1512 439 1951 242 236071 112-)221 3323 157 3480 0.58 50 50 121 421080 0 0.00 50 50 121 I
| |
| 221-)112 0 0 3323 157 3480 242 421080 113-)i18 0 339 339 0.08 50 50 12 4068 I 114-)113 0 0
| |
| 374 713 374 0.09 50 50 713 12 24 4488 8556 113-)780 2161 474 2635 0.66 50 50 96 252960 I 780-)i13 2161 0
| |
| 474 0 0.00 50 50 2635 96 192 252960 0
| |
| I 114-)221 221-)114 4304 4304 0
| |
| 706 706 0 0.00 50 50 5010 0.83 50 50 5010 20 . 0 20 100200 40 100200 I 114-)790 4576 79H 114 4576 0
| |
| 671 671 5247 0.87 50 50 133 697851 0 0.00 50 50 133 5247 266 697151 0
| |
| 115-)231 984 324 1308 1.63 35 35 17 22236 231-)115 0 0 0.00 35 35 17 0 984 324 1305 34 22236 115-)790 0 0 0.00 50 50 88 0 790-)115 7065 671 7736 1.29 50 50 88 680768 7065 671 7736 176 680768 115-)!!6 7065 347 7412 1.24 50 50 8 59296 116-)115 0 0 0.00 50 50 8 0 7065 341 7412 16 59296 116-) 231. 2!45 117 2962 0.49 50 50 20 59240 231-)116 0 0 0.00 50 50 20 0 2845 117 2962 40 59240
| |
| | |
| 3/30/1987 CAI$ PAGE 6 legerCreightenAssstiatesInterparatti 1
| |
| LINKREPORT
| |
| . NETWORK:sa5a TRIPTA2LES: Al:SHTIIP50 VOLU!!ES -SPEED- -COST-LINK BK62ND -Al- -A2- -A3-- -A4- TOTAL V/C OLD NEV VEH. TOTAL I 116-)117 7443 117-)!!6 7443 0
| |
| 230 230 7673 1.28 50 50 0 0.00 50 50 7673 33 253209 33 66 253209 0 l
| |
| !!7-)t18 1833 98 1931 0.32 50 50 45 86895 118-)!17 0 0 0.00 50 50 45 0 1833 98 1931 90 86895
| |
| !!7-)122 7346 132 7478 1.25 50 50 68 508504 122-)!!7 0 0 0.00 50 50 68 0 7346 132 . 7478 136 508504 118-)780 0 0 0.00 30 30 232 0 780-)!!8 3978 474 4452 1.39 30 30 2321032864 3978 474 4452 4641032!64 118-)!!9 3959 572 4531 1.42 30 '0 3 29 131399 119-)118 0 0 0.00 30 30 29 0 3959 572 4531 58 131319 l 119-)123 820 98 918 1.53 25 25 3 2754 l 123-)119 0 0 0.00 25 25 3 0 820 98 918 6 2754 119-)120 0 474 474 0.15 30 30 5 2370 I 120-)i19 0 0 474 0 0.00 30 30 474 10 5 0 2370 120-)910 606 1.01 15 15 I
| |
| 0 606 5 3030 910-)120 0 0 0.00 15 15 5 0 0 606 606 10 3030 120-)121 0 0 0.00 30 30 42 0 121-)120 1613 132 1745 0.55 30 30 42 73290 1613 132 1745 84 73290 I 121-)122 122-)121 2869 2869 0
| |
| 132 132 0 0.00 50 50 3001 0.50 50 50 3001 49 49 147049 98 147049 0
| |
| 122-)820 3619 3619 0.90 50 50 61 220759 820-)122 2413 2413 0.60 55 51 61 147193 6032 6032 122 367952 123-)910 0 98 98 0.16 15 15 9 882 910-)123 0 0 0.00 15 15 9 0 0 98 98 18 882 1 ( 201-)810 0 0 0.00 50 50 68 0 810-)201 2902 !!7 3019 0.75 50 50 68 205292 l 2902 !!7 3019 136 205292 201-)202 1388 786 2174 1.36 35 35 26 56524 202-)201 0 0 0.00 35 35 26 0 1388 786 2174 52 56524
| |
| : b.
| |
| * 3/30/1987 CAI5 PAGE 7 togerCreightenAssociatesfacirporatti LIE REPORT NETVCRK:sa5a TRIPTABLES: A!SHillP50
| |
| (
| |
| VOLT?.ES -SPEED- -COST-LIE 8K6RND -At- -A2- -A3- -A4- TOTAL V/C OLD NEW YEH. TOTAL !
| |
| 202-)203 1388 828 2216 1.38 35 35 9 19944 203-)202 0 0 0.00 35 35 9 0 1388 828 2216 18 19944 203-)301 258 570 828 1.38 25 25 6 4968 0 0.00 25 25
| |
| [ 301-)203 258 0
| |
| 570 828 6
| |
| 12 4968 0
| |
| 203-)204 1388 258 1646 1.03 35 35 2 3292 l
| |
| [ 204-)203 1388 0
| |
| 258 .
| |
| 0 0.00 35 35 1646 2
| |
| 4 3292 0 l 204-)901 0 25 258 0.43 15 15 14 3612 901-)204 0 0 0.00 15 15 14 0 0 258 258 28 3612 204-)205 1388 1388 0.87 35 35 5 6940 205-)204 0 0 0.00 35 35 5 0 1388 1388 10 6940
| |
| [ 205-)901 901-)205 0
| |
| 0 226 226 0.38 15 15 0 0.00 - - -
| |
| 9 2034 0 226 226 9 2034 F
| |
| ' 205-)206 0 0 0.00 35 35 7 0 206-)205 1388 226 1614 1.01 35 35 7 !!298 1388 226 1614 14 11298 7
| |
| 206-)303 0 0 0.00 35 35 28 0 303-)206 1172 151 1323 0.83 35 35 28 37044 p !!72 151 1323 56 37044 231-)810 2142 !!7 '
| |
| 2259 0.56 50 50 20 45180 810-)231 0 0 0.00 50 50 20 0 40 45180
| |
| { 2142 117 2259 231-)303 !!72 324 1496 1.17 35 35 78 116688
| |
| - 303-)231 0 0 0.00 35 35 78 0 L 1172 324 1496 156 !!6688 301-)302 258 258 0.43 5 25 3 774 F 302-)301 0 173 173 0.29 25 25 3 519 L 258 173 431 6 1293 301-)901 0 743 743 1.24 15 15 9 6687
| |
| [ 901-)301 0 0 743
| |
| . 0 0.00 - -
| |
| 743 9 6687
| |
| ( 302-)303 U8 258 0.43 25 25 24 6192
| |
| [ 303-)302 0 258 173 173 173 0.29 25 25 431 24 4152 48 10344 F 302-)901 0 0 0.00 - - -
| |
| 901-)302 0 0 0.00 15 15 14 0 0 0 14 0 l .
| |
| | |
| 3/30/1987 CAIS PAGE 8 tagerCreightenAsisciatesIncorporated LINKREPORT l
| |
| NETWO E : sa5a TRIPIABLES: At:SHTIIP50 VOLlMES -SPEED- -COST-LINK BKEDD -Al- -A2- -A3- -A4- 70TAL VIC OLD NEW VEH. TOTAL I 0 0.00 35 35 255 0 l 310-) 401 0 l
| |
| 401-)310 805 18 823 0.59 35 35 255 209865 805 18 823 510 209865 310-)320 905 18 923 0.66 35 35 47 43381 l I 320-)310 0 0 0.00 35 35 47 0 905 18 923 94 43381 310-)315 1426 59 1485 0.41 35 35 33 49005 315-)310 0 0 0.00 35 35 33 0 1426 59 - 1485 66 49005 315-)750 1301 1301 0.81 40 40 362 470962 75F)315 0 0 0.00 40 40 362 0 724 470962 I
| |
| 1301 1301 39b)401 0 0 0.00 35 35 71 0 401-)390 0 87 87 0.06 35 35 71 6177 0 87 87 142 6177 390-)524 0 0 0.00 35 35 135 0 524-) 390 0 173 173 0.12 35 35 135 23355 I 401-)511 0
| |
| 0 173 173 270 23355 0 0.00 35 35 123 0 52 0.04 35 35 123 I
| |
| 6396 511-)401 0 52 0 52 52 246 6396 401-)533 0 0 0.00 35 35' 300 0 I 533-)401 0 0
| |
| 53 53 53 0.04 35 35 300 15900 53 600 15900 402-)525 0 0 0.00 35 35 102 0 I 525-)402 0 0
| |
| 94 94 94 0.07 35 35 102 94 204 9588 9588 0 0.00 50 50 I
| |
| 29 0 402-)405 0 405-)402 1887 745 2632 0.44 50 50 29 76328 58 76328 0 47 1887 745 2632 402-)513 0 0 0.00 35 35 130 0 I 513-)402 0 210 210 0.15 35 35 130 27300 260 27300 0 210 210 403-)508 0 0 0.00 35 35 321 0 508-)403 0 45 45 0.03 35 35 321 14445 0 45 45 642 14445
| |
| ., 403-) 420 0 0 0.00 50 50 72 0 420-)403 1242 474 1716 0.48 50 50 72 123552 1242 474 1716 144 123552 403-)526 0 0 0.00 35 35 170 0 526-)403 0 77 77 0.05 35 35 170 13090 0 77 77 340 13090
| |
| | |
| CAES PAEE 9 I
| |
| 3/30/1987 IngerCreightaaAssociatesInneteratti LINKREPORT NETWORK:sa5a TRIPTABLES: Al-5HTIIP50 )
| |
| VOLL,5ES -5 PEED- -COST-LINK BKGRND -At- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL I 405-)535 535-)405 0
| |
| 0 0
| |
| 51 51 0 0.00 35 35 51 0.04 35 35 51 64 64 128 0
| |
| 3264 3264 420-)536 0 0 0.00 35 35 85 0 l 534-)420 0 42 42 0.03 35 35 85 3570 l 0 42 42 170 3570 501-)770 0 0 0.00 25 25 38 0 770-)501 1439 1439 1.20 25 25 38 54682 1439 - 1439 76 54612 501-)830 0 0 0.00 50 50 20 0 830-)501 8135 437 8572 1.43 50 50 20 171440 /,S'/
| |
| 8135 437 8572 40 171440 501-)502 1336 437 1773 1.11 25 25 3 5319 502-)501 0 0 0.00 25 25 3 0 -
| |
| 1336 437 1773 6 5319 502-)505 0 437 437 0.24 25 25 3 1311 505-)502 0 0.00 - - -
| |
| I 0
| |
| 0 437 437 3 1311 502-)503 1336 1336 0.83 25 25 3 4008 I 503-)502 0 1336 1336 0 0.00 25 25 66 0.11 15 15 3
| |
| 6 5
| |
| 0 4008 330 503-)902 0 66 I 902-)503 0 0 66 0 0.00 - -
| |
| 66 5 330 3 503-)504 0 0 0.00 25 25 3 0 50'-)503 233' " ''02 0.88 25 25 5 1336 66 1402 3
| |
| 6 4206 4206 I 504-)730 730-)504 6110 0
| |
| 6110 66 66 6176 0 0.00 50 50 6176 1.03 50 50 55 55 339680 110 339680 0
| |
| I 505-)830 830-)505 0
| |
| 0 0
| |
| 0 0.00 15 15 0 0.00 - -
| |
| 0 5
| |
| 5 0
| |
| 0 505-)902 0 437 437 0.36 15 15 5 2185 902-)505 0 0 0.00 15 15 5 0 0 437 437 10 2185 506-)515 0 47 47 0.03 35 35 116 5452 515-)506 0 0 0.00 35 35 116 0 232 5452 I
| |
| 0 47 47 507-)525 0 45 45 0.03 35 35 147 6615 525-)507 0 0 0.00 35 35 147 0 0 45 45 294 6615
| |
| | |
| 3/30/1987 CAIS PAGE10 RogerCreightenAssociatesIncerterated LINKREP0ii I
| |
| NETWORK:sa5a TRIPTABLES: At:SHillP50 VOLUES -SPEEb -CDST-LINK BKERXD -Al- -A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TUTAL I 5094 512 512-)509 0
| |
| 0 0
| |
| 75 75 75 0.05 35 35 0 0.00 35 35 75 12 12 24 900 0
| |
| 900 512-)524 0 127 127 0.09 35 35 90 11430 524-)512 0 0 0.00 35 35 90 0 l 0 127 127 180 !!430 513-)519 0 0 0.00 35 35 35 0 519-)513 0 !!8 118 0.08 35 35 35 4130 0 !!8 -
| |
| 118 70 4130 514-)526 0 2'8 28 0.02 35 35 147 4116 526-)514 0 0 0.00 35 35 147 0 0 28 28 294 4116 l* 516-)532 0 0 0.00 35 35 76 0 532-)516 0 34 34 0.02 35 35 76 2584 0 34 34 152 2584 527-)601 0 0 0.00 35 35 203 0 i 601-)527 0 83 83 0.06 35 35 203 16849 0 83 83 406 16849 528-)530 0 0 0.00 35 35 35 0
| |
| !3 530-)528 0 122 122 0.09 35 35 35 4270 l3 0 122 122 70 4270 53b)537 0 0 0.00 35 35 116 0
| |
| !E 537-)530 0 54 54 0.04 35 35 116 6264 5 0 54 54 232 6264 700-)710 2170 2170 1.36 35 35 61 132370
| |
| 'I 71b)700 2170 0 0 0.00 35 35 2170 61 122 132370 0
| |
| 'E
| |
| ;3 7t&)720 2195 720-)710 0 2195 t 37 35 35 0 0.00 35 35 u 1+4870 66 0 2195 2195 132 144870 720-)730 2274 2274 1.42 35 35 125 214250 730-)720 0 0 0.00 35 35 125 0 2274 2274 250 264250 73b)820 0 0 0.00 50 50 80 0 82b)730 3811 3811 0.95 55 38 80 M4!80 f 3811 38t! 160 3 4880 750-)760 1110 !!!0 0.69 40 40 86 95460 l 76 ,) 750 m0 0
| |
| m0 0 0.00 40 40 66 m ,m0 0
| |
| g 760-)770 1489 1489 0.93 40 40 170 253130 770-)760 0 0 0.00 40 43 170 0 1489 1489 340 Z 3130
| |
| | |
| 3/30/1987 CA85 PAGE11 legerCreightenAssociatesIncerterated LI E REPORT ETW3RK sa5a TRIPTABLES: At:5HTRIP50 7
| |
| VOLUllES -SPEED- -TOST- f LIE BK6tilD -Al- -A2- -A3- -A4- TOTAL V/C OLD EU V01. TOTAL 780-)790 1625 163 1.02 35 35 66 10730 790-)780 0 0 0.00 35 35 66 0 16 3 16 3 132 107250 790-)800 1223 1223 0.76 35 35 71 86833 400-)790 0 0 0.00 35 35 11 ~0 1223 1223 142 86833 800-)810 1989 1989 1.24 35 35 33 65637 810-)800 0 0 0.00 35 35 33 0 1989 1989 66 65637
| |
| ~
| |
| 810-)820 2242 2242 1.40 35 35 139 311638 I 820-)810 0 0 0.00 35 35 139 0 2242 2242 278 311638 !
| |
| u I
| |
| L_
| |
| F L
| |
| I L .
| |
| 4 L
| |
| f E
| |
| L
| |
| [
| |
| | |
| I I .
| |
| I I
| |
| I I
| |
| I I
| |
| Exhibit 20A I
| |
| I I
| |
| I I
| |
| I I
| |
| I I
| |
| I
| |
| | |
| L l .
| |
| * i STUDY NETWORK FOR EVALUATION OF i PROPOSED SHOREHAM EVACUATION PLAN f
| |
| 4 i.
| |
| a <<g511 t' Sot $
| |
| 1.-
| |
| Syn Sto
| |
| ''b--
| |
| 512 $ .g 524% j g,y 520 e 5 i
| |
| co? .- *
| |
| / *523 a 1% y 3 m wr 5 760 'g 012 E 525 h, i'' ) god 003 e' Fio o 1 7' II .o s =,
| |
| e 5o2 ^ --' '
| |
| * oslyn see ,, j$ '
| |
| y,e p
| |
| 1 ,
| |
| i
| |
| , F30 Hicksville :
| |
| ( Q t'2 l ... /~~~
| |
| - ,a ~~_ '_~J
| |
| 'zst "3 lSeeinsets[ F' ~~'" ' i, g ; rao
| |
| } '*' "* '
| |
| D
| |
| [g C i
| |
| '=N j Bell maa.
| |
| i a
| |
| ( '*' s a - rV ,
| |
| y, V .
| |
| c.,
| |
| L B
| |
| Hicksvi!Ie A ao2 C
| |
| 2e. 2 3 Roslyn 20s **
| |
| B . ,,mo,.
| |
| - ,... . l ,
| |
| d kJ01
| |
| *- 901 '-
| |
| Valume/ Capacity Ratio a sao _
| |
| *\ 302 no pw_- a -
| |
| 123 y
| |
| " * * - 0.77 - 0 99 f* suo ,
| |
| 1.0 . 1.29 503' 902
| |
| .ArW l.30 + ,. .
| |
| # ~
| |
| ~ r L
| |
| -- l
| |
| | |
| =
| |
| EXHIBIT 20A #5A t
| |
| SS SHORfMA3 1 L ,,
| |
| 13
| |
| .a, a
| |
| "-);s' t *
| |
| , ( "'' . f. ~~'
| |
| TI
| |
| " ,^, ~ "N!!,"
| |
| f I %
| |
| Jh *lRf l s '' Also AnHable Oa Aperture Card D
| |
| hf 'S 905 ,g, Roslyn 7
| |
| " 3 1 p
| |
| f . ,,
| |
| Hschaville f g Load Node il A Simple Node .20, -t
| |
| . oe,... 1,1 N-^-r-----llam p ,,,
| |
| 7
| |
| , .. r W .
| |
| *~
| |
| .. i :2.
| |
| a
| |
| -4 e r: mcca, catg,oM ESOmTES.NC. M ((\
| |
| l 170V A~to A M o V
| |
| - _ _ - - - - J
| |
| | |
| I -
| |
| I I
| |
| I I
| |
| I I
| |
| I (
| |
| Exhibit 21 I
| |
| I I
| |
| I I
| |
| I I
| |
| I I
| |
| I
| |
| | |
| Exhibit 21 I ASSIGNMEh7 5B EPZ Trips: 61.75 % of all trips from the EPZ = 36064 trips.
| |
| Represents a 4.7 % growth rate per year for five years.
| |
| Routings: Routes assigned by LILCO.
| |
| Background Traffic: 170 % on all Nassau County links.
| |
| I Represents a 2.6% growth rate for five years.
| |
| Other Evacuating Traffic:
| |
| [I 57 % of non-EPZ Suffolk County Residents = 223159 50 % of'EPZ not going to reception centers = 18032 Subtotal = 241191 Suffolk County Commuters to points west = 119118 Net increase in background traffic = 122073 corresponds to an hourly volume of 10173 This increase was spread over the available seven alternative routes at the Suffolk County Line. Traffic was allocated first based on the available capacity on the routes. Since it I actually exceeded the available capacity the excess was allocated based on the capacity of the routes. The basis of this computation is given below:
| |
| Increm. Total 1-Way Back Traffic Back +
| |
| I 1-Way 24-Hr. 1-Hr. 50% + Avail. Other Other Roadway Cap. Back Back EPZ EPZ Capac. Evac. Evac.
| |
| I Route 109/24 Route 25 1600 32,700 2000 41,500 1737 2205 1737 2205 0
| |
| 0 627 784 2364 2988 I Route 495 Northern St.
| |
| Pkwy.
| |
| 5550 117,100 4000 63,000 6444 3433 931 360 7375 3793 0
| |
| 207 2175 1567 8396 5121 Southern St. 6000 119,600 6628 1143 7771 0 2351 8705 Pkwy.
| |
| I Route 27 3200 43,400 2306 2306 894 1254 4454 Route 25A 800 23,600 1254 1254 0 313 1567 Total 23,150 440,900 13,788 1101 9071 3355E The total background + other evacuation volume was used as the basis for volumes on each of the east / west links.
| |
| I I
| |
| | |
| 3/28/1987 CARS PAGE 1 RegerCreightenAssociateslacertorated LINKREPORT NETWORK:SA5B TRIPTABLES: At:SHIRIP50 VOLlmES --SPEED- --COSI- J l LINK BX6tND -Al- -A2- -A3- -A4-- TOTAL VIC OLD NEW VEH. TOTAL I
| |
| l t-)510 510-) 1 0
| |
| 0 0
| |
| 73 73 0 0.00 35 35 102 73 0.05 35 35 102 73 204 0
| |
| 7446 7446 t-)522 0 0 0.00 35 35 54 0 522-) 1 0 120 120 0.09 35 35 54 6480 0 120 120 108 6480 1-)534 0 0 0.00 35 35 24 0 534-) 1 0 53 53 0.04 35 35 24 1272 l -
| |
| 53 48 1272 0 53 1-)390 1515 246 1761 0.49 50 50 68 119748 390-) 1 0 0 0.00 50 50 68 0 1515 246 1761 136 119748 f 2-)390 0 0 0.00 50 50 68 0 L 390-) 2 1979 420 2399 0.67 50 50 68 163132 1979 420 2399 136 163132
| |
| { 2-) 11 11-) 2 1447 0
| |
| 265 0 0.00 35 35 170 1712 1.22 35 35 170 29:040 1712 340 291040 0
| |
| 1447 265 H
| |
| 2-)320 1898 457 2355 0.65 50 50 80 188400 320-) 2 0 0 0.00 50 50 80 0 1898 457 2355 160 188400 U 2-)310 1540 228 1768 1.26 35 35 83 14744 310-) 2 0 0 0.00 35 35 83 0
| |
| ~ 1540 228 1768 166 1 4744 L 0 0.00 50 50 3-)320 0 . 66 0 g 320-) 3 2379 562 2941 0.82 50 50 66 194106 r 2379 562 2941 132 194106 I
| |
| l 3-) 4 2051 4-) 3 2051 0
| |
| 562 562 2613 0.73 46 46 2613 0 0.00 50 50 47 122811 47 94 122811 0
| |
| 4-) 12 0 0 0.00 50 50 43 0 12-) 4 1620 228 1848 0.86 50 50 43 71464 1620 228 1648 ' 84 79464 4-)102 1793 431 2224 0.56 50 50 20 44410 l 102-) 4 0 0 0.00 50 50 20 0 .
| |
| I 1793 431 2224 40 44480 4-)104 5121 359 5480 1.37 50 50 231 1215180 1 104-) 4 0 0 0.00 50 50 231 0 5121 359 5480 4621215880 1
| |
| 5-)105 0 0 0.00 50 50 6 0 l
| |
| 105-) 5 2545 170 2715 0.45 50 50 6 16290 2545 170 2715 12 16290 L
| |
| | |
| 3/28/1987 CARS PAGE 2 Inger Cttighton Associates Incarnrated I
| |
| LINKREPORT ETWORK : SA5B TRIPTABLES: A!SHIRIP50 VOLUMES -SPEED- -COST-LINK BK5tND --Al- -A2- --A3- -A4- TOTAL VIC OLD EW VEH. TGTAL 5-)104 0 0 0.00 50 50 16 0 I 104-) 5 5205 440 5645 1.41 50 50 16 90320 5205 440 5645 32 90320 5-)201 2933 170 3103 0.52 50 50 31 96193 201-) 5 0 0 0.00 50 50 31 0 2933 170 3103 42 96193 5-) 6 5390 440 5830 1.46 50 50 18 104940 6-) 5 0 0 0.00 50 50 18 0 5390 ,443 5830 36 104940 I 6-)106 106-) 6 1036 0
| |
| 0 0.00 35 35 1036 0.65 35 35 7
| |
| 7 7252 0
| |
| 1034 1036 14 7252 6-)202 1328 76 1404 0.88 25 25 50 70200 202-) & 0 0 0.00 25 25 50 0 1328 76 1404 100 70200 6-) 7 5124 364 5488 1.37 50 50 37 203056 7-) 6 0 0.00 50 50 0 I
| |
| 0 37 5124. 364 5488 74 203056 7-)107 0 0 0.00 25 25 6 0 107-) 7 3018 104 3122 1.30 25 25 6 18732 I 3018 104 3122 12 18732 7-)206 2343 281 2624 1.64 25 25 44 !!5456 206-) 7 0 0 0.00 25 25 44 0 I 2343 281 2624 88 115456 I 7-) 77 5721 77-) 7 5721 0
| |
| 187 187 5908 1.48 50 50 5908 0 0.00 50 50 82 484456 82 164 484456 0
| |
| I i1-)521 521-) 11 0
| |
| 0 0
| |
| 110 110 0 0.00 35 35 110 0.08 35 35
| |
| !!0 85 85 170 0
| |
| 9350 9350 11-)520 0 0 0.00 35 35 85 0 520-) 11 0 !!8 118 0.08 35 35 85 10030 0 118 !!8 170 10030 11-)523 0 0 0.00 35 35 144 0 523-) i1 0 37 37 0.03 35 35 144 5328 0 37 37 2!8 5321 t, 12-)315 0 0 0.00 35 35 87 0 315-) 12 928 228 1156 0.32 35 35 87 100572 928 228 !!56 174 100572 12-)700 2988 2988 1.87 35 35 215 642420 700-) 12 1297 1297 0.81 35 35 215 272855 4285 4285 430 921275
| |
| | |
| 3/28/1987 CAES PAGE 3 tagerCreightsaAssetiateslacorporated I
| |
| LINKREPORT NETWORK:SA5B TRIPTABLES: AtSHIRIF50 VOLUMES- -SPEED- -COST- l LINK BKEIND -Al- -A2- -A3- -A4-- TOTAL V/C OLD NEW VEH. TOTAL !
| |
| I 69-)603 603-) 69 0
| |
| 0 0
| |
| 71 71 0 0.00 35 35 135 71 0.05 35 35 135 71 270 0
| |
| 9585 9585 69-) 70 0 0 0.00 50 50 25 0 70-) 69 1219 282 1501 0.25 50 50 25 37525 , 1 ~7 1219 282 1501 50 37525 69-)604 0 0 0.00 35 35 154 0 1 604-) 69 0 8 8 0.01 35 35 154 1232 8 308 1232 I
| |
| 0 8 69-)100 1219 36't 1580 0.26 50 50 80 126400
| |
| '7y 100-) 69 0 0 0.00 50 50 80 0 1219 361 1580 160 126400 70-)517 0 0 0.00 35 35 59 0 517-) 70 0 78 78 0.06 35 35 59 4602 0 74 78 !!8 4602 70-) 71 0 0 0.00 50 50 84 0 i!
| |
| I 416 0.14 50 50 71-) 70 612 204 84 68544 612 204 816 168 68544 71-)605 0 0 0.00 35 35 168 0 I 605-) 71 0 0
| |
| 66 66 66 0.05 35 35 168 11081 66 336 11088 71-) 72 0 0.00 50 50 I
| |
| 0 25 0 72-) 71 295 138 433 0.07 50 50 25 10825 i 'OF 295 138 433 50 10825 I 72-)518 518-) 72 0
| |
| 0 0
| |
| 88 84 0 0.00 35 35 132 88 0.06 35 35 132 11616 88 2 64 11616 0
| |
| I 72-)531 531-) 72 0
| |
| 0 0
| |
| 50 50 0 0.00 35 35 50 0.04 35 35 50 64 64 128 0
| |
| 3200 3200 77-)730 6118 187 6305 1.05 50 50 20 126tM 730-) 77 0 0 0.00 50 50 20 0 6118 187 6305 40 126100 100-)527 0 0 0.00 35 35 12 0 527-)100 0 102 1E 0.07 35 35 12 1224 0 102 102 24 1224 100-)515 0 0 0.00 35 35 24 0 515-)100 0 151 151 0.11 35 35 24 3424 0 151 151 48 3e24 100-)101 1742 614 2356 0.39 50 50 57 134292 101-)100 0 0 0.00 50 50 57 0 .4t 1742 614 2356 114 134292
| |
| | |
| I .
| |
| CAIS PAGE 4 I 3/28/1987 Roger Creightn Associates Incorporated LINXREPCHT NETiiORK : SA53 TRIPTABLES: A!:SHTI!P50 g
| |
| VOLtmES -SFEED- -CDST-8K5XXD -Al- -A2-- -A3-- -A4- TOTAL VIC OLD NEli VEH. TOTAL I
| |
| LINK 101-)602 0 0 0.00 35 35 248 0 602-)101 0 81 81 0.06 35 35 248 20088 0 81 81 496 20088 101-)405 2038 695 2733 0.46 50 50 63 172179 i 405-)to1 0 0 0.00 50 50 63 0 .43 2033 695 2733 126 172179 102-)402 0 0 0.00 50 50 278 0 402-) 102 4590 1050 5640 0.94 50 50 2781567920 1i O1 4590 1050 -
| |
| 5640 5561567920 I 102-)221 2523 221-)102 0 5I9 3072 0.77 50 50 0 0.00 50 50 80 245760 80 0 2523 549 3072 160 245760 102-)103 8369 932 9301 1.55 50 50 182 1692782 103-)102 0 0 0.00 50 50 182 0 It SI 8369 932 9301 3641692782 103-)20! 1859 261 2120 1.32 35 35 54 114480 0 0.00 35 35 I 201-)103 0 54 0 1859 261 2120 108 !!4480 103-)104 8203 671 8874 1.48 50 50 39 346086 I 104-)103 8203 0
| |
| 671 8874 0 0.00 50 50 39 78 346086 0 l, ( 6 104-)105 8400 5ag g990 1.50 50 50 14 125860 I 105-)104 8400 0
| |
| 590 8990 0 0.00 50 50 14 28 125860 0 g fl.
| |
| I 105-)710 710-)105 0
| |
| 0 0
| |
| 00.00 50 50 0 0.00 50 50 0
| |
| 25 25 50 0
| |
| 0 0
| |
| I 105-)106 8400 106-)105 0 8400 420 (20 8820 1.47 50 50 8820 0 0.00 50 50 16 14t!20 16 32 141120 0 I,59 106-)107 8400 420 8820 1.47 50 5C 37 326340 107-)106 0 0 0.00 50 50 37 74 326340 0
| |
| ( 59 8400 420 8820 107-)720 0 0 0.00 35 35 12 0 720-)107 0 0 0.00 35 35 12 0 0 0 ?4 0 i 107-)830 8213 316 8529 1.42 50 50 100 852900 830-)107 0 0 0.00 50 50 100 0 l, $ 9
| |
| , 8213 316 8529 200 852900 111-)516 0 0 0.00 35 35 220 0 516-)111 0 72 72 0.05 35 35 220 15840 0 72 72 440 15840
| |
| | |
| I 3/28/1987 CAIS RogerCreightsaAssniateslacarporated PAGE 5 LINKREPORT NETWIK: SA5B 7AIPTABLES: At:SHIRIP50 VOLUP.ES
| |
| -SPEED- -CEST-BK6RND -Al- --A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL I
| |
| LINK 111-)528 0 0 0.00 35 35 33 0 528-)!!! 0 206 206 0.15 35 35 33 6798 0 206 206 66 6798 111-)529 0 0 0.00 35 35 61 0 529-)111 0 156 156 0.11 35 35 61 9516 0 156 156 122 9516 111-)420 1067 434 1501 0.42 50 50 123 184623 420-)111 0 0 0.00 50 50 123 0 I
| |
| 1067 434' 1501 246 184623 112-)403 0 0 0.00 50 50 180 0 403-)!!2 2797 600 3397 0.94 50 50 180 611460 2797 600 3397 360 611460
| |
| !!2-)113 1633 300 1933 0.32 50 50 121 233893
| |
| !!3-)112 7 0.00 50 50 121 0 I
| |
| 0 1633 300 1933 242 23389; 112-)221 4131 300 4431 0.74 50 50 121 536151 I 221-)!!2 4131 0
| |
| 300 4431 0 0.00 50 50 121 242 536151 0
| |
| !!3-)!!4 0 300 300 0.07 50 50 12 3600 I 114-)!!3 0 0 300 0 0.00 50 50 300 12 24 0
| |
| 3600 .
| |
| 2449 0.61 50 50 I 113-)780 2449 96 235104 780-)113 0 0 0.00 50 50 96 0 2449 2449 192 235104 0 0.00 50 50 20 o l 114-)221 0 5973 1.00 50 50 20 119460 B 221-)114 5124 849 5124 849 5973 40 119460
| |
| !!4-)790 5396 !!49 6545 1.09 50 50 133 170485 790-)t14 0 0 0.00 50 50 133 0 5396 1149 6545 266 870485 115-)231 1116 238 ,
| |
| 1354 1.69 35 35 17 23018 i 231-)i15 0 0 0.00 35 35 17 0 1116 238 1354 34 23018 115-)790 0 0 0.00 50 50 88 0 790-)115 8705 !!49 9854 1.64 50 50 88 867152 8705 1149 9854 176 867152 t 115-)!!6 8705 911 9616 1.60 50 50 8 76928 116-)i15 0 0 0.00 50 50 8 0 8705 911 9616 16 76928 116-)231 3225 206 3431 0.57 50 50 20 68620 231-)!!6 0 0 0.00 50 50 20 0 3225 206 3431 40 68620 I
| |
| | |
| I l . . ..
| |
| CAi5 PAGE 6 I
| |
| 3/28/1987 RogerCreights:AssociatesItcstrerated l
| |
| LINKREPORT l
| |
| NETWGiK: SA5B TRIPTABLES: At:SHTRIP50 V0LtmES
| |
| -SPEED- -COST-LINK EK6RND -At- -A2- -A3- -A4- TOTAL VIC OLD NEW VEH. TOTAL I !!6-)117 9083 117-)!!6 0 9083 705 705 9788 1.63 50 50 9788 0 0.00 50 50 33 323004 33 66 323004 0
| |
| 117-)118 2077 230 2307 0.38 50 50 45 103115
| |
| !!8-)!!7 0 0 0.00 50 50 45 0 2077 230 2307 90 103815 117-)122 8986 475 9461 1.58 50 50 68 643348 122-)117 0 0 0.00 50 50 68 0 8986 475 9461 136 643345
| |
| ~
| |
| !!8-)780 0 0 0.00 30 30 232 0 780-)!!8 4454 4454 1.39 30 30 2321033328 4454 4454 4641033328
| |
| !!8-)!!9 4435 230 4665 1.46 30 30 29 135285
| |
| !!9-)!!8 0 0 0.00 30 30 29 0 44I5 230 4665 58 135285
| |
| !!9-)123 930 230 !!60 1.93 25 25 3 3480 0 0.00 25 25 0 I
| |
| 123-)t19 0 3 930 230 !!60 6 3480 i19-)120 0 0 0.00 30 30 5 0 I 120-)119 0 0
| |
| 0 0.00 30 30 0
| |
| 5 10 0
| |
| 0 120-)910 0 475 475 0.79 15 15 $ 2375 I 910-)120 0 0 475 0 0.00 15 15 475 5
| |
| to 0
| |
| 2375 I 120-)121 121-)120 1742 0
| |
| 1742 475 475 0 0.00 30 30 2217 0.69 30 30 2217 42 42 93114 84 93114 0
| |
| I 121-)122 122-)121 3251 0
| |
| 3251 475 475 3726 0 0.00 50 50 3726 0.62 50 50 49 49 182574 98 182574 0
| |
| 122-)l20 4101 4101 1.03 50 50 61 250161 820-)122 2413 2813 0.60 51 51 61 147193 6514 6514 122 397354 123-)910 0 230 230 0.38 15 15 9 2070 910-)123 0 0 0.00 15 15 9 0 0 230 230 18 2070 t 201-)810 0 0 0.00 50 50 68 0 810-)201 3288 206 3494 0.87 50 50 68 237592 3288 206 3494 136 237592 201-)202 1573 637 2210 1.38 35 35 26 57460 202-)201 0 . 0 0.00 35 35 26 0 1573 637 2210 52 57460
| |
| | |
| I CAIS 3/28/1987 PA5E 7 Ingertreights:AssociatesIncorporated LINKREP0ti NETWORK:SA5B TRIPTABLES: A1:SNitlP50 VOLUPES -SPEED- -COST-BK6END -Al- -A2- -A3- -A4- TOTAL V/C OLD NEW VEH. TOTAL I
| |
| LINK 202-)203 1573 713 2286 1.43 35 35 9 20574 203-)202 0 0 0.00 35 35 9 0 1573 713 2286 18 20574 203-)301 293 308 601 1.00 25 25 6 3606 301-)203 0 0 0.00 25 25 6 0 293 308 601 12 3606 203-)204 1573 405 1978 1.24 35 35 2 3956 204-)203 0 0 0.00 35 35 2 0 I
| |
| 1573 405 -
| |
| 1978 4 3956 204-)901 0 405 405 0.67 15 15 14 5670 901-)204 0 0 0.00 15 15 14 0 0 405 405 28 5670 204-)205 1573 1573 0.98 35 35 5 7865 205-)204 0 0 0.00 35 35 5 0 1573 1573 to 7855 205-)901 0 519 519 0.86 15 15 9 4671 I
| |
| 901-)205 0 0 0.00 - -
| |
| 0 519 519 9 4671 2f A 206 0 0 0.00 35 35 7 0 I 206-)205 1573
| |
| .1573 519 519 2092 1.31 35 35 2092 7 14644 14 14644 0 0.00 35 35 I 206-)303 0 28 0 303-)206 1328 238 1566 0.98 35 35 28 43848 1328 238 1566 54 43848
| |
| ~
| |
| I 231-)810 2428 810-)231 2428 0
| |
| 206 206 2634 0.66 50 50 2634 0 0.00 50 50 20 52680 20 40 52680 0
| |
| 231-)303 1328 238 1566 1.96 35 35 78 122148 303-)231 0 0 0.00 35 35 78 0 1328 238 1566 156 122144 301-)302 293 293 0.49 25 25 3 879 302-)301 0 0 0.00 25 25 3 C 293 293 6 879 301-)901 0 305 308 0.51 15 15 9 2772 901-)301 0 0 0.00 - -
| |
| 0 308 308 9 2772 i 302-) 303 293 293 0.49 25 25 24 7032 303-)302 0 0 0.00 25 25 24 0 293 293 48 7032 302-)901 0 0 0.00 - -
| |
| 901-)302 0 0 0.00 15 15 14 0' 0 0 14 0
| |
| | |
| ~
| |
| l E 3/28/1987 CAES PAGE 8 1 g RogerCreightenAssociateslacarporated l LIE REPORT NETWOEX:SA5B TIIPTABLES: At=SHillP50 VOLttES -SPEED- -COST-LIE BKERNO -Al- --A2- -A3- -A4- TOTAL VIC OLD NEW YEH. TOTAL I 310-)401 401-)310 0
| |
| 869 869 105 105 974 0 0.00 35 35 255 974 0.70 35 35 255 248370 510 248370 0
| |
| 310-)320 1025 105 1130 0.81 35 35 47 53110 320-)310 0 0 0.00 35 35 47 0 1025 105 1130 94 53110 310-)315 1540 228 1768 0.49 35 35 33 58344 315-)310 0 0 0.00 35 35 33 0 66 58344 I
| |
| 1540 228 1768 315-)750 1567 1567 0.98 40' 40 362 567254 750-)315 0 0 0.00 40 40 362 0 1567 1567 724 567254 390-)401 0 0 0.00 5 35 71 0 401-)390 0 0.00 35 35 71 0 I
| |
| 0 0 0 142 0 390-)524 0 v 0.00 35 35 135 0 I 524-)390 0 0
| |
| 174 174 174 0.12 35 35 135 23490 174 270 23490 401-)511 0 0 0.00 35 35 123 0 I 511-)401 0 0
| |
| 52 52 52 0.04 35 35 123 52 246 6396 6396 0 0.00 35 35 Joo I 401-)533 0 0 533-)401 0 53 53 0.04 D 35 300 15900 0 53 53 600 15900 I 402-)525 525-)402 0
| |
| 0 0
| |
| 94 94 0 0.00 35 35 102 94 0.07 35 35 102 94 204 0
| |
| 9588 9588 402-)405 0 0 0.00 50 50 29 0 405-)402 2038 746 27H 0.46 50 50 29 80734 ,f 0 2038 746 2784 58 60736 402-)513 0 0 0.00 35 35 130 0 513-)402 0 210 210 0.15 35 35 130 27300 0 210 210 260 27300 403-)508 0 0 0.00 35 35 321 0 508-)403 0 46 46 0.03 35 35 321 14766 l 0 46 46 L42 14766 403-)420 0 0 0.00 50 50 72 0 420-)403 1342 47L 1818 0.50 50 50 72 130896
| |
| : 1342 476 1818 144 130896 403-)526 0 0 0.00 35 35 170 0 526-)403 78 0.06 35 35 170 13260 I
| |
| 0 78 0 78 78 340 132;0 a -
| |
| | |
| I 3/28/1987 CAES tagerCreightenAssociateslacorporate4 LINKREPORT PAGE 9 NETiiCRK:SA5B TRIPTABLES: At:SHIRIP50 VOLUMES -SPEED- -OSI-BK6RND -Al- -A2- -A3- --A4- TOTAL V/C OLD NEW YEH. TUTAL I
| |
| LINK 405-)535 0 0 0.00 35 35 64 0 535-)405 0 51 51 0.04 35 35 64 3264 0 51 51 128 3264 420-)536 0 0 0.00 35 35 85 0 536-)420 0 42 42 0.03 35 35 85 3570 0 42 42 170 3570 l
| |
| 501-)770 0 0 0.00 25 25 38 0 770-)501 1705 1705 1.42 25 25 38 64790 76 64790 I
| |
| 1705 1705 501-)830 0 0 0.00 50 50 20 0 830-)501 9666 316 9982 1.66 50 50 20 19?640 /* p O 9666 316 9982 40 199640 501-)502 1514 316 1830 1.14 25 25 3 5490 502-)501 0 0 0.00 25 25 3 0 1514 316 1830 6 5490 502-)505 0 316 316 0.18 25 25 3 948 505-)502 0 0 0.00 - - -
| |
| 0 316 316 3 948 502-)503 1514 1514 0.95 25 25 3 4542 I 503-)502 0 1514 1514 0 0.00 25 25 3 6 4542 0
| |
| 187 0.31 15 15 I 503-)902 0 187 5 935 902-)503 0 0 0.00 - - -
| |
| 0 187 187 5 935 I 503-)504 504-)503 1514 0
| |
| 1514 187 187 1701 0 0.00 25 25 1701 1.06 25 25 3
| |
| 3 6
| |
| 5103 5103 0
| |
| I 504-)730 730-)504 6618 0
| |
| 6618 187 187 6805 0 0.00 50 50 6805 1.13 50 50 55 55 374275
| |
| !!0 374275 6
| |
| 505-)830 0 0 0.00 15 15 5 0 830-)505 0 0 0.00 - - -
| |
| 0 0 5 0 505-)Y02 0 316 316 0.26 15 15 5 1580 902-)505 0 0 0.00 15 15 5 0 k E 0 316 316 10 1580 i3 - 506-)515 0 47 47 0.03 35 35 !!6 5452 515-)506 0 0 0.00 35 35 !!6 0 0 47 47 232 5452 507-)525 0 45 45 0.03 35 35 147 6615 525-)507 0 0 0.00 35 35 147 0 .
| |
| 0 45 45 294 6615
| |
| | |
| g . . .. . .
| |
| t l 3/28/19!7 ~
| |
| CAI$ P46E10 g 8ntrCreightonAssociatesIncorporated LIKKREPORT EMEX : SA5! TRIPTABLES: A! 5H7tIP50 VCtty.ES -
| |
| -SPEED- -C05T-I LINK 509-)512 512-)509 8KERND -At- -A2- -A3- -A4- TOTAL Vit OLO NEW VEH. TOTAL 0
| |
| 0 76 76 0.05 35 35 0 0.00 35 35 12 12 912 0
| |
| 0 76 76 24 912
| |
| ! 512-)524 0 128 128 0.09 35 35 90 11520 524-)512 0 0 0.00 35 35 90 0 0 128 128 180 11520 513-)519 0 0 0.00 35 35 35 0 519-)513 0 til 118 0.08 35 35 35 4130 O 118
| |
| !!8 70 4130 514-)526 0 h5 28 0.02 35 35 147 4116 526-)514 0 0 0.00 35 35 147 0 0 28 28 294 4116 516-)532 0 0 0.00 35 35 76 0
| |
| 'E 532-)516 0 34 34 0.02 35 35 76 2584 3 0 34 34 152 2584 527-)601 0 0 0.00 35 35 203 0 601-)527 0 83 83 0.06 35 35 203 16849 0 83 83 406 16849 528-)530 0 0 0.00 35 35 35 0 530-)528 0 122 122 0.09 35 35 35 4270 0 122 122 70 4270
| |
| $30-)537 0 0 0.00 35 35 116 0 537-)530 0 54 54 0.04 35 35 116 6264 0 54 54 232 6264 I 700-)710 2672 710-)700 2672 0
| |
| 2672 1.67 35 35 0 0.00 35 35 2672 61 162992 61 122 162992 0
| |
| 710-)720 2697 2697 1.69 35 35 66 178002 720-)710 0 0 0.00 35 35 66 0 2697 2697 132 178002 720-)730 2776 2 D 6 1.73 35 35 125 347000 730-)720 0 0 0.00 35 35 125 .0 2776 2D6 250 347000 l 730-)820 0 0 0.00 50 50 80 0 820-)730 4319 4319 1.08 30 30 80 345520 4319 4319 160 345520 750-)760 1376 1376 0.86 40 40 86 !!!336 760-)750 0 0 0.00 40 40 86 0
| |
| !D6 1376 172 !!!336 760-) U0 1755 1755 1.10 40 40 170 298350 U0-)760 0 0 0.00 40 40 110 0 1755 1755 340 291350
| |
| | |
| CAIS PAGE11 I
| |
| 3/28/1987 Inger Creighten Aneciates lacertsrated LINKEEPORT NET E : SA!B TRIPTABLES: At:SHIRIP50 VOLUMES -SPEED- -CDST-LINK BX6RND -Al- -A2- -A3- -A4- 70TAL VIC OLD NEW VEH. TOTAL 780-)790 1755 1755 1.10 35 35 66 115830 I. 790-)780 0 0 0.00 35 35 66 0 1755 1755 132 !!5830 790-)800 1320 1320 0.82 35 35 71 93720 600-)790 0 0 0.00 35 35 71 0 1320 1320 142 93720 800-)810 2364 2364 1.48 35 35 33 78012 810-)800 0 0 0.00 35 35 33 0 2364 . 2364 66 78012 810-) 820 2617 2617 1.64 35 35 139 363763 820-)810 0 0 0.00 35 35 139 0 2617 2617 278 363763 I
| |
| I .
| |
| l I
| |
| I
| |
| | |
| ~
| |
| CARS I 3/28/1987 PAGE 1 EsgerCreightonAssociateslacertsrated DETAILN00EREPORT NETWORK:SA5B TRIPTABLES: At=SHitIP50 I INTERSECTIONI FROM 5 LOCATION:NORTHSTPKWY VOLUMES Olt N0DE APP MVM BKERND --At- -A2- -A3-- -A4- TOTAL N 105 S8 L T 170 170 I E 104 VB L T 440 440 R ,
| |
| S 201 NB L I l W 6 EB L t
| |
| I INTERSECTIONI FROM LOCATION:NORTHSTFKWY VOLU.".ES Dit N00E APP RVM BKERND --At- -A2- -A3- -A4- TOTAL N 106 SB L T
| |
| R E 5 WB L 76 76 364 364 5 202 N8 L t
| |
| 7 EB L I
| |
| W T
| |
| I I
| |
| --,-,.,----,-,,,,-----,,------._-----.-..-,--...----.---.,,,n - - - - . , - - - - , , - - - -
| |
| | |
| 1 CARS PAGE 2 I 3/23/1987 Roger Creighton Associates Interparated DETAILN0DEREPORT NETWORK: SA5B TRIPTABLES: AtSHIRIP50 INTERSECTIONI 7 LOCATION:NORTHSTPKUT FIDM VOLUP.ES--
| |
| DIR N0DE AFP HVH BK6END -Al- -A2- -A3- -A4- TOTAL M 107 SB L 7 104 104 i R E 6 WB L 177 177 187 187 I
| |
| T R .
| |
| S 206 N3 L R
| |
| W 77 Er L I
| |
| I INTERSECTION i 103 LOCATION: ROUTE 495 FROM VOLUMES DIR N00E AFP MVR BKERND -Al- -A2- -A3- -A4- TOTAL X SB L E 102 WB L 261 261 671 671 S 201 NB L R
| |
| 104 El L I
| |
| V T
| |
| R I
| |
| I
| |
| | |
| 3/28/198T CATS PAGE 3 leger Creightsa Associatti Incorptrated DETAILN00EREP0ti NETW0 n : SA5B TilPTABLES: A!SHIIIP50 INTERSECTION i 104 LOCATION: ROUTE 495 FROM VOLUMES Dit N00E APP MVM BK5RND --Al- -A2- -A3- -A4- TOTAL M 4 S8 L 38 38 i 321 321 R
| |
| E 103 WB L 119 119 i 590 590 t .
| |
| S 5 NB L W 105 EB L I .
| |
| INTEISECT10N I 105 LOCAilCN: ROUTE 495 FROM YOLUP.ES---
| |
| Olt NODE APP MVM BK5!ND -Al- -A2- -A3- -A4- TOTAL N 710 52 L T
| |
| I E 104 WB L 170 170 i 420 420 I S 5 ti L t
| |
| I I W 106 EB L lI ! .
| |
| i I
| |
| l i
| |
| l I
| |
| . - - _ - - - - . - _ - - - - _ _ _ _ _ _ . . _ . . . - _ _ - - -l
| |
| | |
| 3/28!!987 CAIS PAGE 4 RogerCreightsaAisiciateslacerparatti DETAllN0DEREPORT NEIGK: SA5B TRIPTABLES: A!:SHIRIP50 1
| |
| INTERSECilCN i 106 LOCAi!0N: ROUTE 4?5 l
| |
| FROM VOLUMES llR N0DE APP MVM BK6RND -Al- -A2- -A3- -A4- TOTAL ,
| |
| I 1
| |
| N S8 L l T l I E 105 WB L T -420 420 R .
| |
| S 6 N3 L T '
| |
| R W 107 El L T
| |
| R I INTERSECTION l 107 FRCH LOCATION:
| |
| VOLUMES-Dit N0DE APP MVM BK6END -At- -A2- -A3- -A4- TOTAL N 720 !!. L T
| |
| E 106 WB L 104 104 i 316 316 R
| |
| S 7 M', L T
| |
| R W 830 EB L 1
| |
| | |
| CAIS I
| |
| 3/28/1967 PAGE 5 Icter Creightsa Assstiates lacarporated DETAILN0DEREPORT NETWORK: SA55 TE!PTABLES: At SHitIP50 I INTERSECTION i 115 FROM LOCAil05:SOUTHSTPRKVY VOLUMES- 1 O!A NCDE AFP WH BK6tND -Al-- -A2- -A3- -A4- TOTAL M 231 SB L !
| |
| i E 790 WB L l
| |
| T 111 911 R,- 238 238
| |
| $ N3 L I !
| |
| W !!6 EB L I .
| |
| T l-INTERSECTION I !!6 LOCATION: SOUTHSTPKVY FROM VOLUMES 011 NODE AN HVH BKi1XD -Al- -A2- -A3- -A4- TOTAL N 23! 58 L T
| |
| I E 115 VB L T 705 705 1 206 206 S M8 L I
| |
| 117 El L I
| |
| V T
| |
| - I I .
| |
| -----,-,,-,--,-,,,-p,-n,, -- w, -
| |
| p_- , - - - -,,,-------------,,-v,-,-----,--,-.-e,----, y_-q., -w --e-,----e,---.--- , , - , . .- - -, , - m,,._, -- - -
| |
| | |
| )
| |
| 3/28/1987 CARS PAGE 6 ReserCreights:AssociatesIncoreirated DETAIL G E REP 0XT NETWO!X:SA5B TRIPTABLES: A!:SHIRIP50 INTERSECTION I i18 LOCATION:ROVIE27 '
| |
| FIGH -VOLUMES OIR N0DE APP MVH BX6RND -Al- -A2- -A3-- -A4- TOTAL M !!7 SB L T
| |
| R 230 230 E 780 WB L T ,
| |
| R .
| |
| I l
| |
| S NB L T
| |
| R V 119 EB L
| |
| ! R l
| |
| INTERSECTION I 119 LOCATION: ROUTE 27 FR0H YOLUP.ES--
| |
| Olt N0DE AFP RVH BKERMD -Al- -A2- -A3- -A4-- TOTAL N SB L i i l I
| |
| E !!8 VB L 230 230
| |
| {
| |
| l I .
| |
| S 123 NB L I i V 120 EB L !
| |
| T R
| |
| l
| |
| ---.,-,__.._..-..--,..,..-_.-.,___..-_,,__.,.---,_..____.,.-,-._m ,.___,,,___..-_,__.-___,..~y ._, ,._-, _ _ _ .,_,
| |
| | |
| 3/21/1987 CARS PAGE 7 tager Creightaa Associates Incarterated CETAILN00EREPGIT NETW0th:SA5B TRIPTABLES: At:SHTIIP50 I INTERSECT!34 8 120 FROM LOCATION: ROUTE 27
| |
| -VOLWIS--
| |
| DIR NODE APP MVR BK6RND -Al- -A2- -A3- -A4- TOTAL N $8 L i
| |
| I E 119 VB L T
| |
| t .
| |
| S 910 NB L V 121 EB L I T I 475 475 I INTEiSECTION I 121 FROM LOCAi!0N: ROUTE 27 VOLWIS-011 N00E AFP HVH BK6fMD -At- -A2- -A3- -A4- TOTAL N 122 SB L 475 475 i
| |
| I E 120 VB L l t l 5 NB L i
| |
| l3 W D L
| |
| 'E '
| |
| I F
| |
| I
| |
| | |
| CARS PAGE 8 I
| |
| 3/25/1987 legerCreightonAssociatesIncorporated DETAILN0DEREPORT NETWCAK: SA!B TRIPTABLES: AirSHitIP50 I INTERSECTION I 123 FROM LOCATION:NEW3RIDGEROAD VOLUMES DIR N0DE AFP HVM CK5tMD -Al- -A2- -A3- -A4- TOTAL X 119 SB L T
| |
| I 230 230 E WB L T
| |
| R -
| |
| S NB L ,
| |
| I W 910 B L i
| |
| i I INTERSECTION I 201 FROM LOCATION: OLDCOUNTRYROAD VG.UP.ES---
| |
| DIR NCDE APP MV!! BKitND -Al- -A2- -A3- -A4- TOTAL N 5 SB L t 150 170 320 E 103 WB L I T 261 261 I
| |
| 5 810 NB L 206 206 I
| |
| 202 0 L I
| |
| U T
| |
| I I
| |
| I .
| |
| I -
| |
| | |
| 3/28/1987 CARS PAGE 9 Inger Creights Asisciates Incor H rated DETAllNODEREP0ii NETV0EK: SA5B TilPTABLES: At:SHTEIP50 l
| |
| INTERSECTION I 202 LOCATION:OLDCOUNTRYRDAD FROM VOLUMES .
| |
| Oil N0DE APP HV!! BKSRND -Al- -A2- -A3- -A4- TOTAL N 6 SB L 398 398 T 624 624 I 306 76 382 E 201 WB L 315 315 i 1022 4 37 1659 I . 236 236 S N8 L I W 203 EB L I
| |
| 440 440 I i 1
| |
| 1054 78 1054 78 INTERSECTION I 203 LOCATION: OLDCOUNTRY20A0 FICM VOLUMES 111 N00E AFP HVH BK!RND -Al-- -A2- -A3- -A4- TOTAL N S8 L T
| |
| I E 202 WB L 308 308 i 405 405 t
| |
| S 301 NB L U 204 D L I i .
| |
| I I .
| |
| I
| |
| | |
| 3/28/1987 C1RS PAGE10 lager Creidts Ass':iates Incorpsrated DETAllX30EREPORT I NETWORK: SA5B TRIPTABLES: AtSHIRIP50 INTERSECTION i 204 1.0 CATION: OltCOUNitYROAD FROM VOLUMES )
| |
| 1 O!R N00E AFP HVH BK6tN0 -Al- -A2- -A3- -A4- TOTAL N $8 L T
| |
| R l
| |
| E 203 WB L 405 405 1
| |
| T .
| |
| I .
| |
| S 901 til L T
| |
| I W 205 G L INTERSECTION I 205 LOCATION: OLOCOUNTRYROAD F105 VOLUMES----
| |
| DIR NODE APP HVH BK6tND -Al- -A2- -A3- -A4- TOTAL N $8 L T
| |
| I E 204 VB L T
| |
| I S 901 NB L W 206 G L I T I 519 519 I .
| |
| I -
| |
| | |
| 3/28/1987 CATS PAGE11 InserCreightenAssociates!acarpstated DETAILNXEREPORT NETWGEK: SA5B TIIPTABLES: At:SHTilP50 INTERSECTION I 206 LOCATION: OLD COUNilY ID. '
| |
| FRON VOLUP.ES D!t N0DE AFP MVM BKERND -Al- -A2- -A3- -A4- TOTAL M 7 SB L 304 281 585 T 1897 1897 t 141 141 E 205 WB L 236 236 T 1227 - 1227 I - 111 til S 303 NB L 292 292 I T t
| |
| 889 146 238 889 384 W EB L I I I INTERSECTION i 231 FROM LOCAT10N: ROUTE 135 VMP.!S Olt N00E AFP HVR BK6IND --At- -A2- -A3- -A4- TOTAL M 810 SB L T
| |
| I E !!5 W8 L ~
| |
| I T t
| |
| 238 238 S 116 NB L 206 206 303 EB L I
| |
| W T
| |
| I I .
| |
| I
| |
| | |
| CATS I 3/28/1957 PA5E12 IngerCreightenAsssc:atesIncorporated DETAILN00EREP0ti NETWORX: SA5B TRIPTABLES: At:SHIRIP50 l
| |
| INTERSECTION I 301 LOCATION: NEWS 0t/THROAD F10M VOLLP.ES DIE N0DE AFP MVM BX5tND -Al- -A2-- -Al- -A4- TOTAL M 203 58 L T
| |
| I 308 305 E WB L I .
| |
| S 302 NB L I i V 901 EB L.
| |
| T t -
| |
| I INTERSECTION I 302 LOCATION: NEV SOUTH 10A0 FROM YOLUMES Olt N0DE APP MVM BKSIND -Al- -A2- -A3- -A4- TOTAL M 301 SB L I
| |
| E ,e L i
| |
| S 303 NB L I
| |
| 901 EB L I
| |
| E T
| |
| I I ~
| |
| a
| |
| | |
| CAiS PA6E13 I
| |
| 3/28/1987 tagerCreightsaAssociateslicorporated DETAllN30EREP0ti NETWORK:SA5B TRIPTA!LES: A1:SHTilP50 I INTERSECTION I 303 F20M LOCATION: ROUTE 107 YOLUMES--
| |
| Dit N00E AFP MVM BKERND --Al-- -A2- -A3- -A4- TOTAL M 302 SB L T
| |
| t E WB L T
| |
| t . ,
| |
| S 231 N3 L 238 238 W 206 B L T
| |
| I INTERSECT 10N I 501 LOCATION: ROUTE 495 F20M -VOLUMES 012 N3DE APP MVM BKERND -Al- -A2- -A3- -A4-- TOTAL M 770 SB L T 1131 1131 2 357 357 E 830 WB L 328 316 644 I T 491 491 2 393 393 S 502 MB L 383 383 842 842 W G L T
| |
| I I
| |
| | |
| 3/28/1987 CARS PAEE14 I;trCreightenAssociatesIncorporated DETAILNDDEI!?Cli I
| |
| NETWORK: SA5B TRIPTABLES: A! SHIRIP50 l
| |
| INTERSECTION i 502 LOCATION:WILLISAVE FROM VOLWIS ;
| |
| DIR N00E AFP MVM BKitND -Al- -A2- -A3- -Al- TOTAL X 501 SB L 410 316 726 T !!05 1105 E 505 WB L' T
| |
| R .
| |
| S 503 NB L T 852 852 R 266 266 W EB L E
| |
| INTEISECTION I 503 LOCATION:WILLISAVE FROM V0Lt'MES til NODE APP MVM BASRND --Al- -A2- -A3- -A4- TOTAL N 502 SB L i
| |
| R E 902 WB L T .
| |
| I S 504 NB L t 187 187 W EB L g
| |
| 1 I
| |
| | |
| ~..' , . _
| |
| . g 3/28/1987 CARS PAE 15 g RegerCreightonAssociateslacerterated DETAll'It00EREPORT NETWORK:SA5B TRIPTABLES: Al-SWTIIP50 j
| |
| )
| |
| l INTERSECTICN I 504 LOCATION:WILLISAVE l FROf. VOLUMES- !
| |
| IIR N00E AFP MVM BKERND -Al-- -A2-- -A3- -A4-- TOTAL N 503 SB L T
| |
| I E 730 WB L i
| |
| 7
| |
| * R , 187 187 S N3 L I
| |
| V U !.
| |
| T R
| |
| l#TERSECTION I 505 LOCATION:ACCESSROAD FPCM VOLUP.ES----
| |
| DIR h0ff AFP MVM BKSEND -Al- -A2- -A3-- -A4- TOTAL N SB L i
| |
| R l E 830 WB L
| |
| ! T
| |
| ! R S 9:2 NB L R
| |
| W 502 8 L T
| |
| R 316 316 l
| |
| l
| |
| | |
| l I
| |
| i l
| |
| l l
| |
| l
| |
| [
| |
| i l
| |
| l l
| |
| l Exhibit 21A i
| |
| o l
| |
| l I
| |
| r I
| |
| I i
| |
| 1 i
| |
| i.
| |
| I j
| |
| s i
| |
| | |
| i d F5 1.
| |
| STUDY NETWORK FOR EVALUATION OF
| |
| {i PROPOSED SHOREHAM EVACUATION PLAN
| |
| /
| |
| ; Q-p,.,# ,o sia u.$ - m',r.
| |
| 5
| |
| - w,,,
| |
| r ,
| |
| * w".*
| |
| i . .
| |
| i F50 ,
| |
| ,,, .n A ...
| |
| [ m
| |
| ,,, ,4 ,,
| |
| ,. ,, m ..
| |
| - ~
| |
| = ' * ' ~
| |
| xg ' ,' '
| |
| : o. . - .- t -
| |
| s *,
| |
| y ; -
| |
| Li .
| |
| H'chw,sk f'"' l Jk s,..
| |
| l l~ ....
| |
| .I q s#4 en
| |
| =1.4"' j ~ %
| |
| c fD .
| |
| . ~. ,
| |
| B H'ch eviij.
| |
| A C
| |
| . ,os
| |
| * Belimo,,
| |
| s*T
| |
| ,/ t
| |
| + g,Cl~ Om so, #
| |
| ** / Cenacety na,,, ,
| |
| g
| |
| --..~ 0ft-o ,,
| |
| A . ,,,
| |
| f .
| |
| % , ,o ,
| |
| x.p d ' ... r .
| |
| I
| |
| | |
| EXHIBIT 21A 5 SB l
| |
| D SHonEH U O .
| |
| ,. \
| |
| ,, )~ , M d o
| |
| 3
| |
| ,p , . . ' '-
| |
| APER'rURE (
| |
| l Also AvaHable On Aperture Card o
| |
| ,,, h r,a RO. lyn M i
| |
| g A
| |
| soo e Lt No d a sieps. Non. .so ,
| |
| .o..... ,,
| |
| + -- ::::_ : : : Y)%f i 12 3, 99 7 p ,,,
| |
| ;; ^ ~ .
| |
| Okn $
| |
| ~
| |
| .- :;lll .
| |
| - A - a f70Va.5o237-op
| |
| | |
| I I
| |
| I I
| |
| I !
| |
| I I
| |
| I exsis1e 2,e y
| |
| I I
| |
| I lI I
| |
| I I
| |
| I I
| |
| I
| |
| | |
| E TrCffi2 Crowth RatCJ f;r Long Icland Exhibit 21B Route Crowth Rate Sequence Number AADT Year AADT Year % Change / Year 1 107 21,700 1985 19,100 1984 13.6 2 107 13,700 1985 15,100 1984 -9.2 3 107 25,000 1986- 24,700 1983 0.4 4 107 44,100 1986 45,500 1978 -0.3 l
| |
| 5 135 36,700 1983 31,600 1977 2.6 l 6 135 60,700 1983 44,800 1977 5.9 ;
| |
| 1 7 135 61,900 1984 l 8 135 55,200 1980 54,100 1977 0.6 l B Long Island Expressway 9b 495I 157,300 1984 119,100 1975 3.5 I 9a 9
| |
| 10 495I 4951 4951 158,600 112,200 111,300 1984 1978 1982 135,200 108,900 1981 1976 5.7 0.3 I '
| |
| 11 12 13 4951 495I 495I 101,400 111,900 117,100 1978 1982 1983 106,200 107,700 91,600 1977 1981 1978
| |
| -4.5 3.8 5.5 14 4951 107,800 1983 87,300 1978 4.6 I 15 16 17 495I 495I 495I 108,800 97,000 99,300 1983 1983 1984 102,500 103,600 87,500 1979 1978 1977 1.5
| |
| -1.2 1.9
| |
| [ 18 495I 68,500 1980 55,600 1977 7.7 3 19 4951 48,300 1982 48,600 1979 -0.2 41,300 40,200 2.7
| |
| ~
| |
| *20 495I 1985 1984 i *21 495I 28,900 1986 21,900 1983 10.6
| |
| *21a 495I 14,500 1985 12,700 1983 7.0 Southern State Parkway I 22c 908M 131,400 1984 99,800 1978 5.2 22b 908M 128,900 1980 22a 908M 121,100 1978 I 22 23 24 908M 908M 908M 131,800 110,800 119,700 1981 1981 1983 138,000 106,800 111,700 1978 1978 1981
| |
| -1.4 1.2 3.5 l 25 908M 93,200 1981 3 26 908M 84,500 1981 27 908M 53,100 1981 56,000 1977 -1.2 28 908M 26,500 1978 Northern State Parkway I 29c 29b 29a 9080 908G 9080 94,900 67,000 71,600 1984 1982 1984 73,300 61,200 67,400 1981 1981 1977 9.2 9.4 0.8 29 9080 63,000 1984 I 30 31 32 908C 908G 9080 55,800 53,800 52,200 1982 1984 1981 42,000 1978 8.0 33 908C 38,600 1984 35,400 1981 3.0 I
| |
| | |
| I I Route Crowth Rate Sequence Number AADT Year AADT Year M hange/ Year I 34d 27 36,500 1984 29,500 1977 3.3 34c (cc) 27 37,300 19d5 37,000 1984 0.8 I 34b 34a 34 27 27 27 48,100 41,300 41,100 1985 1984 1984 43,300 30,600 1983 1982 5.5 17.4 I 35 36 37 27 27 27 38,900 41,900 34,900 1984 1983 1984 43,700 33,100 1977 1977
| |
| -0.6 0.7 38 27 43,400 1978 44,300 1976 -1.0 39 27 45,200 1982 48,200 1979 -2.0 I_ 40 27 46,100 1984 38,800 1980 4.7 2.1 41 27 38,700 1980 36,400 1977 52,800 41,100 9.4 I 42 27 1984 1981 43 27 44,900 1984 39,700 1980 3.2 44 27 46,300 1985 44,200 1981 1.1 45 27 31,800 1983 28,800 1979 2.6 I 46
| |
| *46a 46b 27 27 27 24,400 12,600 11,700 1986 1986 1986 24,600 10,500 11,400 1985 1983 1982
| |
| -0.8 6.6 0.6 5 47 111 13,300 1981 14,600 1977 -2.2 48 111 17,000 1980 16,600 1977 0.8 49 111 17,900 1981 17,100 1978 1.5 I, 50 111 19,300 1981 18,000 1977 1.8 51 111 13,500 1981 13,200 1977 0.5 I 52 112 16,900 1985 17,200 1984 -1.7 53 112 22,300 1984 21,500 1978 0.6 I *55 54 112 112 18,100 12,200 1985 1935 17,4C 13,100 1984 1983 4.0
| |
| -3.4 56d (ce) 25A 28,300 1985 24,600 1984 15.2 56c 25A 29,600 1984 25,500 1982 8.0 56b 25A 19,000 1983 20,700 1978 -1,6 56a 25A 17,200 1980 15,800 1977 2.9 l 56 25A 14,100 1984 10,100 1980 9.9 57 25A 17,500 1984 17,200 1980 0.4 58 25A 23,600 1984 17,300 1977 5.2 l 59 25A 14,100 1984 12,100 1980 4.1 l 60 25A 36,500 1985 34,200 1984 6.7 61 25A 20,600 1986 18,000 1984 7.2 I *62
| |
| *63
| |
| *63a 25A 25A 25A 23,100 12,800 3,950 1986 1983 1984 25,800 10,000 4,000 1984 1979 1978
| |
| -5.2 7.0
| |
| -0.2 I cc: Continuous Counter I
| |
| i
| |
| | |
| I Route Crowth Rate Sequence Number AADT Year AADT Year 7. Change / Year I 64b 64a 25 25 25,000 26,600 1982 1982 21,900 25,700 1979 1979 4.7 1.1 64 25 32,400 1984 28,900 1979 2.4 1 65 25 34,700 1984 24,900 1976 4.9 66 25 32,200 1986 28,500 1985 12.9 67 25 34,400 1986 27,400 1984 12.8 I 68 69 70 25 25 25 41,500 21,700 20,600 1984 1984 1983 32,200 21,900 18,900 1976 1977 1976 3.6
| |
| -0.1 1.2 I 71
| |
| *72
| |
| *73 25 25 25 34,300 20,900 17,800 1986 1983 1983 29,900 24,000 14,500 1983 1979 1978 4.9
| |
| -3.2 4.5
| |
| *73a 25 8,450 1984 6,350 1981 11.0
| |
| *73b 25 5,400 1984 3,500 1981 18.0 (William Floyd Pkwy)
| |
| *74 20,100 1 *75 WFP WFP 16,100 1985 1985
| |
| *76 WFP 8,100 1985 I 77d 77c 24 24 25,200 32,700 1980 1983 24,500 31.100 1979 1981 2.8 2.5
| |
| -2.5 I 77b 77a 77 24 24 24 33,300 40,800 38,800 1979 1982 1G83 36,100 40,600 38,300 1976 1979 1977 0.1 0.2 78 24 32,500 1984 30,400 1977 0.9 79 24 14,300 1980 14,100 1978 0.7 1
| |
| 80 110 30,700 1983 29,000 1977 0.9 8 81 82 110 110 31,800 42,800 1983 1983 29,300 32,000 1977 1977 1.4 5.6 83 110 43,000 1984 40,000 1976 0.9 I 84 110 23,700 1984 18,200 1978 5.0 g 85 231 17,200 1983 18,200 1378 -1.0 ,
| |
| g 86 231 45,100 1986 36,300 1 80 4.0 l 87 231 34,600 1985 29,800 1979 2.6 88 231 23,200 1982 23,600 1979 -0.5 (Sagtikos Pkwy)
| |
| I 89 90 91 SGP SCP SMP 59,800 42,500 38,400 1984 1984 1986 42,400 36,100 1981 1984 0.0 3.1 92 SMP 14,500 1981 I
| |
| I
| |
| | |
| I I Sequence Route Number _AADT Year AADT Year Crowth Rate
| |
| : 7. Change / Year 93 347 56,400 1983 94 347 41,400 1984 34,600 1981 6.5
| |
| ,95 347 35,900 1982 30,600 1979 5.7 1 96 347 347 46,900 35,900 1983 1986 35,900 32,000 1978 1983 6.1 4.0 97
| |
| *98 33,200 1984 25,900 1977 4.0 I
| |
| 347 Meadowbrook State Parkway I 99 100 101 908E 908E 908E 56,200 61,200 77,200 1978 1983 1980 51,000 1977 3.3 908E 81,300 1983 I
| |
| 102 Wantagh State Parkway 103 908T 39,100 1981 1 104 105 908T 908T 52,400 45,500 1981 1981 106 908T 48,400 1977 1
| |
| I Average Growth Rates Within 10 mile radius +4.67.
| |
| Remaining Locations +2.67.
| |
| *Within 10 mile radius B
| |
| I i
| |
| i I
| |
| 't I
| |
| i .
| |
| :I .
| |
| I lI
| |
| !I I
| |
| lI
| |
| ;g i
| |
| Exhibit 22
| |
| : i
| |
| :I ig
| |
| 'I b
| |
| iI l
| |
| ,I 1
| |
| I I !
| |
| r 1
| |
| I :
| |
| 4 :
| |
| | |
| I I
| |
| Exhibit 22 SHOREHAM EVACUATION PLAN EVALUATION NUMBER OF LINKS WITH HIGli VOLUME / CAPACITY RATIOS I Volume / Capacity Ratio 0.77-0.92 0.92-0.99 1.00-1.29 1.3+
| |
| Assignment # of Links # of Links # of Links # of Links I 1 1A 2
| |
| 1 5
| |
| 16 0
| |
| 1 3
| |
| 0 0
| |
| 9 0
| |
| 0 6
| |
| 15 2 5 6 I
| |
| 3 4 12 9 22 0 5 10 7 17 23 5A 10 4 19 22 SB 7 5 15 4 TOTAL NON-LOAD LINKS IN NETWORK = 99 I
| |
| I I
| |
| I I
| |
| I I
| |
| I
| |
| : a. - __ _.._ a ._--* s- - ._ - __m-.. _. -_.a-.
| |
| ._ _ _ . . _____ a.-L% .. m.m- . _eas as ma -- -
| |
| - -a_, - -a__.- .__.m-.a.-- - ---------- --. --- -
| |
| I ,
| |
| l 5 -
| |
| l lI i
| |
| i lI l
| |
| i i
| |
| g exxie1e 23 i
| |
| -l
| |
| ;I
| |
| \
| |
| i I
| |
| !I 1
| |
| i
| |
| !I l
| |
| i
| |
| !I
| |
| 'I J
| |
| j ,
| |
| l
| |
| ,I
| |
| | |
| I I
| |
| Exhibit 23 SHOREHAM WAWAN ANALYSIS OF QUEUE LENGTH AT NASSAU/SUFFOLK BORDER AT END OF 12 HOURS l 1 l l l l l
| |
| l l l l l 12-Hour l l l l l Hourly l Hourly l Excess l Equivalent l l Scenario l Roadway l Demand l Capacity l Demand l Queue Length i l l l l l l l l
| |
| l l l l l Lane-miles Roadway miles l i
| |
| I l t I i l
| |
| !! l l l l l l
| |
| l 4 l LIE l 5711 l 5550 l 1,932 l 9.2 3.0 1 l Northern i 4114 l 4000 l 1,368 l 6.5 3.3 l I ll l
| |
| l 5 l
| |
| l l
| |
| Southern l LIE l
| |
| l 6178 7770 l
| |
| 1 l
| |
| 6000 5550 l
| |
| l l
| |
| 2,136 26,640 l l
| |
| l 10.1 126 3.4 42 l
| |
| l l
| |
| l Northern l 4972 l 4000 l 11,664 l 55 28 l Il l l
| |
| SD l
| |
| l Southern l LIE l
| |
| l 8214 9J01 l
| |
| l l
| |
| 6000 5550 l
| |
| l l
| |
| 26,568 45,012 l
| |
| 1 l
| |
| 126 213 42 71 l
| |
| l l
| |
| l l I ll l
| |
| l l
| |
| l Northern l Southern l l
| |
| 5480 9854 l
| |
| l l
| |
| 4000 6000 l
| |
| l l
| |
| 17,760 46,248 l
| |
| l l
| |
| 84 219 42 73 l
| |
| l 1
| |
| .) i i l I i i I
| |
| I 5
| |
| I g r;;;;;;;;;;;;;;;ii...e..De..n_.om.ne.,.25,,528e I RCAIe 03/31/87 I
| |
| | |
| 4 h l
| |
| !I lI 4
| |
| i
| |
| )'
| |
| 1B lI
| |
| !I !
| |
| Exhibit 24
| |
| .I
| |
| .I i
| |
| il ,
| |
| I l
| |
| i
| |
| ;l ,
| |
| il !
| |
| I '
| |
| }
| |
| lI i
| |
| !I 1
| |
| | |
| Exhibit 24 I
| |
| I 7 AM TO 7 PM AVERAGE HOURLY FLOW Intersection Movement v/c Avg. Stopped Level of Hourly queue Time Delay Service Bulld-up Scenario 4- 100% Dackground + 50% Evacuation Rt. 107 at NB right 0.90 37.2 sec/veh 0 i Old Country S0 left 1.00 64.5 sec/veh F Rt. 27 at I Newbridge WB left 1.25 NA F 0.10 miles Scenari, 5 150% Dackground + 50% Evacuation Rt. 107 at ND right 1.06 71.1 F Old Country S0 left 1.50 NA F 0.74 miles Rt. 27 at WO left 1.46 NA F 0.45 miles Newbridge I
| |
| PEAK HOUR FLOW Rt 107 at NO right 0.00 34.8sec/veh D Old Country 50 left 1.17 143.9 F 0.10 miles Rt. 27 at WO left 1.20 NA F 0.21 miles Newbridge Willis at WO left 1.07 NA F 1.32 miles LIE S0 left 4.46 NA F 2.14 miIes Scenario 5 Rt.107 at NO right 1.03 60.2 F Old Country 50 left 2.03 NA F 1.17 miles Rt. 27 at WO left 1.50 NA F 0.50 miles Newbridge Willis at WO left 2.66 NA F 2.41 miles LIE $8 1 eft 6.50 NA F 2.94 mlIe:
| |
| I Note that the HCM recommends against the use of the delay equations when the v/c ratio e=ceeds 1.20.
| |
| I
| |
| | |
| !i
| |
| }
| |
| lI g ,
| |
| i I :
| |
| l I
| |
| I ,
| |
| r i
| |
| i i
| |
| i i
| |
| l
| |
| \ l l
| |
| }
| |
| r i
| |
| l Exhibit 25 t i
| |
| l 1
| |
| I !
| |
| i l t
| |
| t
| |
| ,. I i l ,
| |
| !I d
| |
| i l i i '
| |
| i l.
| |
| j
| |
| !,I
| |
| | |
| :I
| |
| :I l
| |
| 1 E l l
| |
| ~
| |
| l :
| |
| 1I t
| |
| I Exhibit 25 I Videotape showing portions of approaches to reception centers
| |
| !g provided to parties under g separate cover I -
| |
| ;I I
| |
| !g iB i
| |
| :I
| |
| !,I Y
| |
| lI 4
| |
| | |
| . _ _ ,ee ma4_ - _ . . - em-.h- ..-,. mea.. -- m.--._. m..A_.-.,&s_.-i-a2-__m _.a. %a .mu-a m-_-a_m e4 _a o _ mm 4_.--..- e em, a 4-m__
| |
| 1 i
| |
| I
| |
| ]
| |
| I I L I
| |
| I l l
| |
| Exhibit 26 I
| |
| I .
| |
| I l
| |
| I ,
| |
| I I
| |
| E :
| |
| i 5
| |
| j
| |
| | |
| E c
| |
| E E ,
| |
| c ';
| |
| I e L s
| |
| ..?j , t 0, 4 '
| |
| n .e.
| |
| ii s ,'
| |
| - <r.
| |
| L i -
| |
| . J .; ' , i u .':., ,.
| |
| - .n
| |
| - g I *.1 B , O 1 ,; (- '
| |
| c..
| |
| a,' i1 l
| |
| I 6 / / w, ,
| |
| f ,n
| |
| ._ 2 . .
| |
| I I
| |
| L
| |
| | |
| t
| |
| .E i
| |
| I l
| |
| iI i >
| |
| i i
| |
| i
| |
| !I
| |
| .g Exhibit 26A I3 1
| |
| i
| |
| ]
| |
| !I I i ,
| |
| 1 l
| |
| : I ,
| |
| 1 il 1
| |
| lI 1
| |
| !I l
| |
| 1, I .
| |
| nr-- __
| |
| | |
| I I
| |
| I .
| |
| cn;-
| |
| ' l ll ,]'
| |
| I ,
| |
| I !
| |
| ,I Ig :v;.
| |
| '.- i i ,
| |
| ji U ;\
| |
| I I da j'i :
| |
| , .j "j . !
| |
| I
| |
| :!!! k[. '
| |
| $5 I $_ _ _
| |
| I I
| |
| I
| |
| | |
| a - ----_ _a- ,
| |
| e 2"- -- . *- '-A n4A-- ma a m --- -- - u 4----A Am m- -a ____-w- x--m -m....me--- r-----aus. m. -.ma
| |
| :I 4
| |
| !I i
| |
| e i
| |
| ,9 l
| |
| i I
| |
| i I
| |
| l I
| |
| I
| |
| !I.
| |
| Exhibit 26B I
| |
| !I i
| |
| .,I lI ,
| |
| i l
| |
| j .
| |
| !If l
| |
| (
| |
| | |
| f il
| |
| ._..1 I
| |
| ~l I
| |
| 3
| |
| 't il i -
| |
| l }
| |
| t-o l :
| |
| l 3 '?j d',
| |
| \
| |
| , s !
| |
| y { H Y t i o ll
| |
| '.a
| |
| '[
| |
| ,l $ h' ik
| |
| / :
| |
| fi
| |
| ..e . 1, : - ,
| |
| 4 i
| |
| ::8 '
| |
| l $;f! i'
| |
| : a. - k-tf% ; l jl ( i l d. i:
| |
| \\ '
| |
| 1 il '
| |
| .I i
| |
| 1 l '
| |
| | |
| . - - - m . _, _ w. , s_ ._ - -- - _ ,, ----- - - -a-- - . - - - -
| |
| I I
| |
| I I
| |
| I i
| |
| i 1
| |
| I I
| |
| I Exhibit 26C I
| |
| 'I l
| |
| I lI, t
| |
| 1 I
| |
| : I - .- -_
| |
| | |
| .I lI I
| |
| .I
| |
| .I -
| |
| lI I ..
| |
| lI
| |
| ~
| |
| l ,
| |
| I , 7:
| |
| , 1, lz.
| |
| 4 c
| |
| l ,
| |
| e ._ ..
| |
| ti o, p,4
| |
| ..n .
| |
| we t $ '
| |
| i s j.1
| |
| ! $S ijs ne .
| |
| 5e l jb
| |
| : l. _.
| |
| s{I@$I WWFs I
| |
| I I
| |
| | |
| l I
| |
| I lI I
| |
| l I
| |
| lI l
| |
| l Exhibit 27 l
| |
| l
| |
| 'I I
| |
| I I
| |
| I I
| |
| 'I I _ _ _ _ _
| |
| | |
| M M M M M M M M M M M M M M Exhibit 27 IIICKSVILLE RECEPTION CEffrER Demand Total = 1405 vph or 3864 persons / hour Monitoring Bay Analysis Site A = 1040 vph demand Site B = 1419 vph demand Process Time (sec) BACKIDG Per Vehicle Process Ratt 1 Ilour l 6 Ilours l 12 Ilours Waiting Length, Wait, l Waiting Length, Wait, l Waiting Length, Wait, Monitor Move vph Vehicles Miles llou rs l Vehicles Miles Ilou rs l Vehicles Miles llou rn Site "A" 14 Bays i I 100% Demand 200 20 229 811 5.4 3.5 l 4866 32.3 21.2 l 9732 64.5 42.5 50% Demand 200 20 229 291 1.9 1.3 l 1746 11.6 7.6 l 3492 23.1 15.2 100% Demand 100 0 504 536 3.6 1.1 l 3216 21.3 6.4 l 6132 42.6 12.8 50% Demand 100 0 504 16 0.1 0.0 l 96 0.6 0.2 l 192 1.3 0.4 (TIP) 48.5 (comb.) 1040 0 0 0 l 0 0 0 l 0 0 0 100% Demand 35 0 1440 0 0 0 l 0 0 0 l 0 0 0 Site "B" 16 Bays 100% Demand 200 20 262 1157 7.7 4.4 l 6942 46.0 26.5 l 13884 92.0 53.0 50% Demand 200 20 576 133.5 0.9 0.2 l 801 5.3 1.4 l 1602 10.6 7.8 100% Demand 100 0 576 843 5.6 1.5 l 5058 33.5 8.8 l 10116 67.1 17.6 501L Demand 100 0 576 134 0.9 0.2 l 804 5.3 1.4 l 1608 10.7 2.8 (TIP) 40.6 (comb.) 1419 0 0 0 l 0 0 0 l 0 0 0 100% Demand 35 0 1646 0 0 0 l 0 0 0 l 0 0 0 (
| |
| D' H
| |
| D' r
| |
| ft to 4
| |
| | |
| E E
| |
| E E
| |
| E E
| |
| E E
| |
| Exhibit 28 E
| |
| E E
| |
| E
| |
| [
| |
| E
| |
| [
| |
| E F -- - - -
| |
| | |
| M M M M M M M M M M M
| |
| _ . .. :c. , uw. i..t.rd -9)3nMSM*31M2t315$11.'42.!h .NI;-
| |
| Exhibit 28 HICKSVII.T.E RECEPTION CENTER *
| |
| , Decontamination Trailer Analysis .,,
| |
| 111cksville Total Center Demand - 2459 vph or 6762 persons per hour SINKS Sink (Wash) Process Rate (Total) = 720 persons / hoar or 262 vph '
| |
| Sink (Wash) Demand I.CCUMULATION 1 Hour 6 Hours 12 Hours '
| |
| Sink Demand Waiting Waiting Wait, 'Wtiting Waiting Wait. Waiting Waiting Wait.
| |
| Persons Vehicles Persons Vehicles llours Persons Vehicles Ifours Persons Vehicles ' Hours 1% Rate 68 25 0 0 0 0 0 0 0 0 O
| |
| (TIP) 10.7% Rate
| |
| * j l
| |
| 720 262 0 0 0 0 0 0. 0 0 '
| |
| O t
| |
| 111 Rate 744 270 ? , 24 8 0.(! ei 144 48 0.2 -288 96 d.4 ~t ;,
| |
| '.t -
| |
| 12% Rate '
| |
| 811 295 91 33 0.1 546 198 0. 8 - 1092 396 . I
| |
| * 1. 5 131 Rate , ,
| |
| 879 320 159 58 0.2 954 348 1.3 1908~ 696 , 2.7 14% Rate ,, , , .1 '
| |
| 947 344 227 82 , 0.3 1362 492 1.9''.2724 , 984 ;3.8 15% Rate . .
| |
| 1014 369 294 107 0.4 1764 642 ;-2g 5 - 3528 - - 1284 p, F- , $ . 9 ,
| |
| : 1. ,-
| |
| 20% Rate
| |
| - ' - t9 1352 492 632 230 0.9 3792 1380 p .s 5.3 ''7584 2760 , ,.10.5 5.
| |
| r 25% Rate ' '
| |
| k" 1691 615 971 353 1.3 5826 ,,2118 8.1 11652 4236 .16.2
| |
| , w 50% Rate ' '
| |
| 3381 1230 2661 968 3.7 15966 5808 22.2 31932' 11616 44.3 3 ,
| |
| | |
| I I
| |
| I I
| |
| I .
| |
| sxsisie 2e g
| |
| I I
| |
| I I
| |
| l
| |
| | |
| M M M M M M ''
| |
| M M M M
| |
| . e .. . . . .uc:. . :.uw . 'wo. ; .
| |
| Exh'ibit 29 HICKSVILLE RECEPTION CENTER '
| |
| Decontamination Trailer Analysis
| |
| : e. .
| |
| lii'cksville Total Center Demand = 2459 vph or 6762 persons per hour
| |
| * 2 trailers available/40 showers /18 sinks
| |
| * 15 eMnutes/ shower 90 seconds / wash ,-
| |
| Auto Occ. - 2.75 persons / vehicle
| |
| - e , , a >< ~
| |
| =
| |
| Showers -
| |
| Shower Process Rate per T, railer = 160 persons / hour or 58 vph ACCUMULATION ,
| |
| 1 Hour -
| |
| 6 Hours 12 Hours Shower Demand Waiting Waiting Wait. Waiting Waiting Wait, Waiting Waiting Wait.
| |
| . Persons Vehicles Persons Vehicles Hours Persons Hours 1
| |
| Vehicles Persons Vehicles,, Hours
| |
| ; , 11 Rate !
| |
| ,q 68 25 0 'O O O O O O O O i 't 2% Rate '
| |
| 135 49 0 0 0 0 0
| |
| : t. '
| |
| ,I ., 0 0 0 .' 0
| |
| ,' 1 (TIP) 2.4% Rate f ,'
| |
| i i
| |
| 1
| |
| 's
| |
| ' % 0 0 4 ci 0 0 0 0 0 , ' ,' , 0 ' '
| |
| j60 56 ,..,t .3.
| |
| 3% Rate 203 74 43 16 0.2 258 96 1.' 3 . 516 ,192 i '; 2.6 41 Rate '
| |
| 270 98
| |
| , J; f, s.
| |
| 110 40 0.4 660 240 1320 4.9
| |
| : 2. 4 -
| |
| 480 ,
| |
| . .! 5% Rate 'N . h, 338 123 178 65 0.5 1068 390 3.2 t 2136 - 780
| |
| ' " 6.3 !i j 10% Rate '
| |
| ^ ' .' ' ' $ ! .
| |
| 676 246 516 188 4
| |
| 0.8 3096 1128- '4[6 IE1EbI
| |
| 'S256 Y
| |
| @ 9. 2 3 ,
| |
| .n, .e . .
| |
| ,' 20% Rate '
| |
| 1352 492 1192 434 0.9 7152 **
| |
| 2604 '5.3 i 14304 5208 10.6 l tn x
| |
| ,1 3 ..
| |
| * :3*
| |
| 7
| |
| . i D*
| |
| .i
| |
| * t >4.
| |
| . rt hJ
| |
| .i..
| |
| l
| |
| | |
| I
| |
| ~
| |
| g ,
| |
| Exhibit 30
| |
| (
| |
| l i
| |
| I
| |
| .I I
| |
| l l l i
| |
| I I
| |
| - -,- .-._.,__._---__..,_,,,,_c_
| |
| | |
| 9 b
| |
| i e
| |
| I
| |
| )
| |
| :I 1 ;
| |
| # j il d l>l ;[e ,
| |
| t
| |
| ( : -.
| |
| 4; x't. .
| |
| p p
| |
| .y $I
| |
| ;I ..
| |
| j .
| |
| i h'h4p f' 9; 1 155
| |
| = 8" i\;
| |
| 1 aa@$
| |
| $y$ a g
| |
| i_ h f !
| |
| ; y%[ r . sa[. y I
| |
| I
| |
| | |
| l -
| |
| I j I
| |
| I j Exhibit 31 l
| |
| I I
| |
| I I
| |
| I E
| |
| | |
| M M M M M M M M M M M M M M M M I
| |
| Exhibit 31 ROSLYN RECEPTION CENTER Demand Total = 1010 vph Monitoring Bay Analysis 14 Bays Process Time (sec) BACKIDG
| |
| _Ect_ Vehicle __ Erocess_ Rate 1 Hour l 6 IlourS l 12_llDu rn Waiting Length, Wait, l Waiting Length, Wait, l Waiting Length, Wait, Monitor Move vph Vehicles Miles Hours l Vehicles Miles Hours l Vehicles Miles Hours l l 1001 Demand 200 20 229 781 5.2 3.4 l 4686 31.2 20.5 l 9372 62.4 40.9 1 1 50% Demand 200 20 229 276 1.8 1.2 l 1656 11.0 7.2 l 3312' 22.0 14.5 >
| |
| I I 1001 Demand 100 0 504 506 3.4 1.0 l 3036 20.1 6.0 l 6072 40.2 12.0 l l (TIP) 50 (comb.) 1010 0 0 0 l 0 0 0 l 0 0 0 l l 1001 Demand 35 0 1440 0 0 0 l 0 0 0 l 0 0 0 E
| |
| E a
| |
| | |
| I I
| |
| i I
| |
| I t i
| |
| 1 I Exhibit 32 il I
| |
| I I
| |
| I J
| |
| t l
| |
| i I
| |
| 4 I
| |
| | |
| M M M M M M M M M M M M ROSLYN RECEPTION CENTER Exhibit 32 Decontamination Trailer Analysis Roslyn Demand Total = 1010 vph or 2778 persons / hour
| |
| .' . SINKS, -
| |
| Sick Process Rate Per Trailer = 131 vph or 360 persons per hour Sink (Wash) Demand , ACCUMULATION
| |
| .1 Hour .6. Hours 12 Hours .
| |
| Waiting Waiting Wait, Waiting Persons Vehicles prsons Vehicles Persons Waiting Wait. Waiting Waiting Wait,-
| |
| JInurs' Vehicles Hours Persons Vehicles ; Hours 91 Rate .
| |
| 250 91 0 0 0 0 0 0 0 0 0 (TIP) 13% Rate 360 131 0 0 0 0 0 0 0 0 0 l 141 Rate r l J ci -
| |
| i.
| |
| 389 141 n' 29 10 0.08
| |
| . 174 60 0.5. '348 120 0.9 151 Rate ,
| |
| 417 152 57 21 0.2 342 126 1.0 684 252 1.9, 201 Rate a 556 202 196 71 0.5 1176 426 3.3 2352 - 852 6.5 i
| |
| M
| |
| \
| |
| . K y
| |
| +
| |
| l M 1 rt
| |
| * '' W u
| |
| | |
| ae--,-a42. - e,-> x r. ._awnam..2 --.a.,ma am_-aa_.-__-, - __,,------ - , - - -_---w-- ---- -_ ,_,_
| |
| iI 1
| |
| I iI
| |
| . I I
| |
| Exhibit 33 I
| |
| l 1
| |
| lI I
| |
| I I '
| |
| I
| |
| | |
| m W M M M M M M M M .-
| |
| M M
| |
| -~....- . w , m .m.,w M M Exhibit 33 ROSLYN RECEPTION CENTER Decontamination Trailer Analysis l'erailer available/20 showers /9 sinks 15 minutes / shower 90 seconds /vash Auto Occ. = 2.75 persons / vehicle '
| |
| Roslyn Demand Total = 1010 vph or 2778 persons / hour
| |
| . SHOWERS Shower Process Rate Per Trailer = 29 vph or 80 persons per hour ACCUNULATION Shower Demand 1 Hour 6 Hours Waiting 12 Hours Waiting Wait, Waiting Waiting Wait, Waiting Persons Vehicles Persons Vehicles Hours Persons Waiting Wait.
| |
| Vehicles Hours Persons Vehicles- Hours 11 Rate fe-'
| |
| 28 10 0 0 0 0 0 0 0 0 '0 (TIP) 2.91 Rate ~
| |
| I i 80 29 0 0 0 0
| |
| ! 0 0 0 0 0 41 Rate 111 40 31 11 0.4 186 1
| |
| 66 2.3 372 132 4.6 1
| |
| i 51 Rate -
| |
| 140 51 '60 22 0.8 360 132 4.6 720 264 9.1 101 Rate 278 101 198 72 2.5 1188 ., 432 '14.9 2376 864 29.8 201 Rate .,
| |
| ' to 556 202 476 173
| |
| [-
| |
| 6.0 2856 '1038 35.8 5712 2076 71.6 a
| |
| w W
| |
| i
| |
| | |
| I I
| |
| I Exhibit 34 I
| |
| I I
| |
| I I
| |
| I I .
| |
| | |
| M M M M M M M M M M M M Exhibit 34 i BELIJ40RE RECEPTION CENTER Demand Total = 1405 vph or 3864 persons / hour Monitoring Bay Analysis 14 Bays l
| |
| Process Time (sec) BACKIDG
| |
| _Eet.Yehicle Ergcess Ratg 1 Hour l 6 Ilourg l 12 Hours
| |
| ! Waiting Length, Wait, l Waiting Length, Wait, l Waiting Length, Wait, Monitor Move vph Vehicles Miles llou rs l Vehicles Miles llours l Vehicles Miles llours i 1 1001 Demand 200 20 229 1176 7.8 5.1 l 7056 46.8 30.8 l 14112 93.5 61.6 I I 50% Demand 200 20 229 473.5 3.1 2.1 l 2841 18.8 12.4 1 5682 37.7 24.8 I l 1001 Demand 100 0 504 901 6.0 1.8 l 5406 35.8 10.7 l 10812 71.7 21.5 I I 50% Demand 100 0 504 199 1.3 0.4 l 1194 7.9 2.4 l 2388 15.8 4.7 l l l
| |
| 1001 Demand 50 0 1010 395 2.6 0.4 l 2370 15.7 2.3 l 4740 31.4 4.7 I I (TIP) 35.9 (comb.) 1405 0 0 0 l 0 0 0 l 0 0 0
| |
| , l l 1001 Demand 35 0 1440 0 0 0 l 0 0 0 l 0 0 0 l
| |
| i M
| |
| X D'
| |
| r U"
| |
| r I fi~
| |
| i
| |
| ! La3
| |
| . a
| |
| | |
| I
| |
| :I i
| |
| 1 I
| |
| l 1
| |
| l m Exhibit 35
| |
| .g I
| |
| l
| |
| \
| |
| l 1 r
| |
| I I
| |
| I I !
| |
| I ,
| |
| i I
| |
| L l
| |
| i
| |
| | |
| M M M M M M M M M M M M Exhibit 35 EEI.Uf0RE RECEPTION CENTER Demand Total = 1405 vph or 3864 persons / hour Decontamination' Trailer Analysis Sinks Sink (Wash) Process Rate Per Trailer = 131 vph or 360 persons / hour
| |
| . Sink Demand ACCUMULATION Persons Vehicles 1 Hour 6 hours 12 Hours Waiting Waiting Wait. Waiting Waiting Wait. Waiting Waiting Wait.,
| |
| . 11 Rate Persons Vehicles Hours Persons Vehicles Hours Persons Vehicles Hours 39 14 0 0 0 0 0 0 0 0 s 0 51 Rate
| |
| * 4 193 70 0 0 0 0 0 0 0 0 0 .
| |
| (TIP) *9.3% Rate -
| |
| i 360 131 - i- 0 0 0 0 0 1 0. ,
| |
| 0 0 0 1
| |
| T =
| |
| 101 Rate J vi #;; .,
| |
| 386 141 26 10 0.1 156 60 0.5 312 120 ,'O.9 151 Rate . i 1- i 580 211 220 80 1320 3.7 '
| |
| 0.6 480 p- -% 2640' ,
| |
| 960 '7.3 201 Rate . " '
| |
| ( '. . * . ~ t
| |
| - ' ~~ I E
| |
| ,. 1 . ...'. -i r i. >
| |
| 773 , 281 413 150 1.1 2478 900 6. 9' '4956 '1800 ~ ' 113.7
| |
| ~
| |
| ~
| |
| 251 Rate 966 351 606 220~ 1.7 3636 1320 10.1 7272, 2640 20.2 -'
| |
| . *e
| |
| * 3 501 Rate j
| |
| t y.
| |
| y 1932 703 1572 572 4.4 9432 3432 26.2 '18864' 6864 52.4 r.
| |
| & i w
| |
| ,- ui
| |
| | |
| I i.
| |
| i Exhibit 36 t
| |
| 4 i
| |
| i I
| |
| I I
| |
| I I
| |
| I I
| |
| i 1
| |
| i l
| |
| I 1
| |
| (
| |
| i i
| |
| e I
| |
| it l i
| |
| I i
| |
| .-,-_m.--__,__- --
| |
| | |
| ~
| |
| M M M M M M _ M_..____ '. .__'_.... M.
| |
| E'xhibit 36 RELDIORE RECEPTION CENTER _
| |
| Decontamination Trailer Analysis ,
| |
| I trailer available/20 showers /9 sinks 15 minutes / shower 90 seconds / wash ,
| |
| Atito Occ. = 2.75 persons / vehicle '
| |
| l Bellmore Demand Tctal = 1405 vph or 3864 persons / hour l
| |
| Showers .
| |
| e .
| |
| Shower Process Rate Per, Trailer = 29 vph or 80 persons per hour Shower Demand ACCUMULATION Persons Vehicles 1 Hour 6 Hours 12 Hours Waiting Waiting Wait, - Waiting Waiting Wait. Waiting Waiting Wait..g 1% Rate Persons Vehicles Hours Persons Vehicle Hours Persons Vehicle Bours 39 14 0 0 0 0 0 0 0 0 0 -
| |
| (TIP) 21 Rate 77 28 0 0 0 0 0 0 0 0 ,
| |
| ,0 3% Rate ,
| |
| 116 42 36 13 0.4 216 78 2.7 432 '156 > ; 5.4 4% Rate
| |
| .I~ .
| |
| 155 56 75 27 .0.9 450 162 5.6 ^900 324 11.2 5% Rate 193 70 113 41 1.4 678 246 8.5 ,1356 ,' 492 . 17.0 10% Rate
| |
| : t. '
| |
| 3.9 386 141 306 112 1836 672 2 3. 2.. -3672.. 1344 .. *46.3
| |
| . .- ; i .i.
| |
| ' t' .
| |
| 1 ' t' 'l l
| |
| ;'t 773 281 693 252 8.7 ~i 6 1512 52.1 8316.. 3024 104.3
| |
| . a
| |
| , W oi l
| |
| | |
| .4 ~ l April 13 A01H870 l us litc -
| |
| UNITED STATES OF AMERICA NUCLEAR REGULATORY COMMISSION 17 MR 21 P5:11 Before the Atomic Safety and Licensing Stardir Ew,wy UUChEj% % 3ERVICf BRANCH j
| |
| ) i i In the Matter of ) ,
| |
| )
| |
| 4 LONG ISLAND LIGHTING COMPANY ) Docket No. 50-322-OL-3
| |
| ) (Emergency Planning)
| |
| (Shoreham Nuclear Power Station, ) '
| |
| Unit 1) ) ,
| |
| , )
| |
| CERTIFICATE Ol'_ SERVICE l'
| |
| I hereby certify that copies of the DIRECT TESTIMONY OF JAMES D. ;
| |
| i PAPILE, JAMES C. BARANSKI AND LAWRENCE B. CZECH ON BEHALF OF THE STATE OF NEW YORK REGARDING LILCO'f, RECEPTION CENTERS and the DIRECT TESTIMONY OF DAVID T. HARTGl:N AND ROBERT C.' MILLSPAUGH ON i BEHALF OF THE STATE OF NEW YORK RECARDING LILCO'S RECEPTION ,
| |
| l CENTERS have been served on the following this 13th day of April, ;
| |
| ! 1987 by t'nited States mail, first class, except as otherwise
| |
| ! noted.
| |
| i
| |
| ; Morton B. Margulies, Esq., Chairman
| |
| * Joel Blau, Esq.
| |
| 3 Atomic Safety and Licensing Board Director, Utility Intervention
| |
| ; U.S. Nuclear Regulatory Commission N.Y. Consumer Protection Board 2 Washington, D.C. 20555 Suite 1020 j Albany, New York 12210 '
| |
| DJ Ja?'y R. Kline* William R. Cumming, Esq.*
| |
| At- e 6afety and Licensing Board Spence W. Perry, Esq.
| |
| U. clear Regulatory Commission Office of General Counsel l' v, D.C. 20555 Federal Emergency Management Agency; 500 C Street, S.W., Room 840 Washington, D.C. 20472 ;
| |
| t f
| |
| | |
| s 6
| |
| Mr. Frederick J. Shon* Anthony F. Earley, Jr., Esq.
| |
| Atomic Safety and Licensing Board General Counsel U.S. Nuclear Regulatory Commission Long Island Lighting Company ,
| |
| Washington, D.C. 20555 175 East Old Country Road Hicksville, New York 11801 Ms. Elisabeth Taibbi W. Taylor Reveley, III, Esq.*
| |
| Clerk Hunton and Williams Suffolk County Legislature Post Office Box 1535 Suffolk County Legislature 707 East Main Street i Office Building Richmond, Virginia 23212 Veterans Memorial Highway Hauppauge, New York 11788 Mr. L. F. Britt Stephen B. Latham, Esq.
| |
| Long Island Lighting Company Twomey, Latham & Shea Shoreham Nuclear Power Station 33 West Second Street North Country Road Riverhead, New York 11901 Wading River, New York 11792 Ms. Nora Bredes Docketing and Service Section Executive Director Office of the Secretary Shoreham Opponents Coalition U.S. Nuclear Regulatory Comm.
| |
| 195 East Main Street 1717 "H" Street, N. W.
| |
| Smithtown, New York 11787 Washington, D.C. 20555 Mary M, Gundrum, Esq. Hon. Michael A. LoGrande New York State Department of Law Suffolk County Executive 120 Broadway, Third Floor H. Lee Dennison Building
| |
| , Room Number 3-116 Veterans Memorial Highway New York, New York 10271 Hauppauge, New York 11788 MHB Technical Associates Dr. Monroe Schneider 1723 Hamilton Avenue North Shore Committee Suite "K" Post Office Box 231 San Jose, California 95125 Wading River, New York 11792 Martin Bradley Ashare, Esq. Lawrence C. Lanpher, Esq.*
| |
| Suffolk County Attorney Christopher M. McMurray, Esq.
| |
| 1 Bldg. 158, North County Complex David T. Case, Esq.
| |
| 1 Veterans Memorial Highway Kirkpatrick & Lockhart Hauppauge, New York 11788 1800 "M" Street, N. W.
| |
| Ninth Floor - South Lobby Washington, D. C. 20036-5891 Mr. Jay Dunkleburger Richard G. Bachmann, Esq.*
| |
| New York State Energy Office U.S. Nuclear Regulatory Comm.
| |
| ; Agency Building 2 Washington, D. C. 20555 Empire State Plaza ,
| |
| ; Albany, New York 12223
| |
| (
| |
| l l
| |
| | |
| i David A. Brownlee, Esq. Mr. Stuart Diamond Kirkpatrick and Lockhart Business / Financial 1500 Oliver Building NEW YORK TIMES Pittsburgh, Pennsylvania 15222 229 West 43rd Street New York, New York 10036 Douglas J. Hynes, Councilman Town Board of Oyster Bay Town Hall Oyster Bay, New York 11771
| |
| '? <
| |
| Richard J. 1 er, Esq.
| |
| Special Counsel to the Governor of the State of New York Executive Chamber, Room 229 Capitol Building Albany, New York 12224
| |
| *Via Hand Delivery April 13, 1987
| |
| - _ .}}
| |
