ML17258A737

Forwards Public Version of Upgraded Evacuation Time Estimates for Facilities in Response to NRC

ML17258A737
Person / Time
Site:	Ginna, Sterling
Issue date:	01/14/1981
From:	Maier J ROCHESTER GAS & ELECTRIC CORP.
To:	Eisenhut D Office of Nuclear Reactor Regulation
Shared Package
ML17258A736	List: ML17258A735 ML17258A737
References
NUDOCS 8101290589
Download: ML17258A737 (33)

Text

January 14, 1981 Office of Nuclear Reactor Regulation ATTN: Mr. Darrell G. Eisenhut, Director Division of Licensing U. S. Nuclear Regulatory Commission Washington, D. C.

20555 l

~ 1

Dear Mr. Eisenhut:

In response to your letter of December 9, 1980, we wish to submit the enclosed upgrade of our evacuation time estimates.

This material will be incorporated into the county plans which were submitted December 30, 1980.

It is a result of recalculation of the estimates submitted January 31, 1980 using the revised guidelines of NUREG-0654/FEMA-REP-1, Revision 1.

I believe this fulfills the requirements cf 10 CFR 50.54 as noted in your letter.

Very truly yours, Enc.

PERSONAL PRIVACYINFORMATION DELETED IN ACCORDANCE WITHTHE FREEDOM OP INZOEGlTIONACT

(/j

APPENDXX K EUACtJATZON T1ME ESTLMATES Introduction This append'x, Evacuation Time Estimates, has been prepared as part of the evacuation plan or Monroe County.

(Because infor-mation required or the time estimates is included in other sections of the overall evacuation plan, cross referencing has been emploved.)*

The evacuation time estimates are based on a conservative scenario during working hours with children in school.

These estimates assume that inner and outer sectors are evacuated simultaneously.

For a map of that portion of Monroe County within the plume exposure pathway emergency plan-ning zone (EPZ), refer to Figure A-.l in Annex A of the plan.

The source of population information (Annex A) used in these estimates is preliminary 1980 census data.

The number of auto-,

mobiles used is equal to the number of households.

School children are carried by school buses from the schools and are treated as part of the general population.**

Roadway capaci-ties at level of service D were either supplied by the New York State Department of Transportation or computed on the basis of county and state highway sufficiency studies.

Road capacity computations were done in accordance with principles and tech-niques described in the Hi hwa Ca acit

Manual, 1965, Special Report 87, Highway Research Board by the National Research Council of the National Academy of Sciences.

Computation techniques were discussed with and approved by officials of the New York Office of Disaster Preparedness, Nuclear Civil Protection Planning Section.

PERSONAL PRIUACY INFORGLTION MZrETZD IN ACCORDANCE I'GTH THE 1 REEDOM OP INZORAtATXONACT K-1

• A previous time estimate report NUS-3521, January

1980, was submitted in response to a generic NRC letter (November 29, 1979) before evacuation plans were written.

• • In a rural-suburban area such as this where most children ride buses to school, school bus transport would not consti-tute special problems, according to interviews with local school officials.

The methodology for computing capacities is discussed in detail in the methodology section of this appendix.

Demand The Ginna 10-mile EPZ in monroe County is a rural-suburban setting with a neglig'ble transient population (two motels) and only one nursing home.

Special populations and acilities are described in detail in Annex F of the evacuation plan.

Table F-1 is a list of each facility and its population.

(Fig-ure F-1 shows their locations.)

The population and number of automobiles by Emergency

Response

Planning Area (ERPA), census

tract, and enumeration district, is given in Table A-1 and Figure A-2.

(The population by sectors is shown in Appendix J of the overall plan, but as mentioned previously these estimates are made on the basis of ERPAs.)

In an area such as this, which is rural and suburban, the number of households without automobiles in 1980 is probably nil.*

Even so, the plan provides for transportation dependents to be served during an evacuation by the Rochester Regional Transit

Service, Inc.

The carrying capabilities of this agency are shown in detail in Table F-3 and the evacuation time for trans-portation dependents is assumed to be the same as for the general population.**

Traffic Ca~acit The complete network of primary evacuation routes is shown in Annex H, which lists and describes the primary. routes for ea'ch ERPA and includes a map of these routes from the ERPA in which

• Specific preliminary 1980 census data on vehicles per house-hold were not available.

• • Allbuses of the Rochester Regional Transit Service, Inc. are radio equipped, and the superintendent of transportation estimates on-duty buses could complete their routes and be in Webster Village within 30 minutes as an example of response time.

K-2

they or'ginate to the assigned congregate care center (Fig-ure H-1).

Traffic control points (i.e. potential, bottlenecks) and access control points (i.e. police roadblocks regulat'ng entry to the EPZ) have been designated with local officials to ensure orderly and expedient egress.*

The access control points and traffic control po'nts are shown 'n Figure C-2 and C-3, respec-tively.

Care-was taken to avoid heavy reliance on the high capacity interstate (Route 104) to minimize limitations on traffic flow because of on-ramp or access-capacities.

Moreover, Route 104 (Evacuation Routes B and G), crosses the entire Monroe County portion of the EPZ.

Thus the access points for evacuees assigned to this route are spaced along the entire length of the Monroe County EPZ.

The greatest demand on access will occur from vehicles at the Xerox plant and police will monitor

=that access.

The roadway characteristics for the primary evacuation routes are given in Table K-l.

Evacuation Times Table K-2 is a summary table providing total evacuation time estimates as well as estimates for the time components of the evacuation process:

notification, capacity times, and con-firmation.

Whereas the preliminary. evacuation time estimates (NUS-3521) focused on the evacuation of the population by radial sectors, this estimate is keyed to the evacuation of the population, by ERPAs, in accordance with the evacuation plan.

Table K-2 also shows evacuation times for fair and foul weather by ERPA.

En some cases, an ERPA has more than one evacuation route and the appropriate number of automobiles is shown for

• Additional traffic control points will be assigned by local officials for the Xerox plant and Webster Village to ensure that local traffic uses the routes assigned.

K-3

TABLE K-1 ROADWAY CHARACTERISTICS Route Limitin Se ment No.

Limitinq Lanes

~Te

~Ca acit c

Monroe-Wayne County line to Route 250 640 Webster Village Penfield Town line to Route 404 2,190 659 D

E Same as Route C

Penfield-Webster town line to State Road Route 286 juncture Five Mile Line Road area From 10-mile limit to Penfield Town line 603 780 2,610 650 Approximate descriptions based on checkpoints noted in Monroe County 11ighway Sufficiency

Study, 1978 bTotal number of through lanes in both directions at most limiting segment.

cR = Rural highway; F = Freeway

TABLE K-2 SUHHARY EVACUATION TIHES ERPA Route Population Vehicles Foul Weather Times (hr-min)

Notification 6 Preparation Capacity Confirmation Total Fair Weather Times (hr-min)

Notification f Preparation Capacity Confirmation Total II Xerox B

Other C

III Other D

Webster Village IV VI 8,381 1,280 2,351 1,102 4,992 3,961 6,301 5,086 2,960 1,280 820 285 2,050 1,355 1,990 2,131 2-40 2-40 2-40 2-40 2-40 2-40 2-40 2<<40 5-48 2-18 2-06 2-06 4-24 2-12 1-36 4-06 12-00 12-00 12-00 12-00 12-00 12-00 12-00 12-00 20-28 16-58 16-46 16-46 19-04 16-52 16-16 18-46 2-40 2-40 2-40 2-40 2-40 2-40 2-40 2-40 4-3G 1-54 1-42 1-42 3-24 1-42 1-18 3-18 6-00 6-00 6-00 6-00 6-00 6-00 G-00 6-00 13-16 10-34 10-22 10-22 12-04 10-22 9-58 11-58

~

~

I

I' o

P

dif erent areas within the same ERPA.

This breakdown was achieved by matching the number of automobiles (households) in the appropriate enumeration districts with the route that resi-dents in those enumeration districts would use.

The notification and confirmation times are based on local officials 'stimates for entire EPZ sectors.

For instance, the notification and confirmation time estimates for all ERPAs of Monroe County were originally applied to the entire 5 to 10 mile SW sector, with Ginna station as the center point.

Therefore, as applied here to each ERPA they are highly conservative.

The Notification time includes a preparation time of 20 minutes.

This preparation time is the theoretical elapsed time between notification and initial vehicle movement used in our previous time estimates NUS-3521 submitted to the NRC January 1980.

Limiting road capacities that were not, available from the New York State Department of Transportation were computed.

The Hi hwa Ca acit Manual provides the methodology.

Table 10.7 of the Manual gives maximum service volumes under ideal condi-tions for cars travelling in both directions on a two-lane, two-way, rural highway.

At Level of Service E the base capacity for a two-way, two-lane rural highway is 2000 v/h.

To convert to Level of Service D,

this base capacity is multiplied by 0.58, which was obtained from Table 10.7.

This factor corresponds to. an average highway speed of 40 miles per hour with no restriction to passing sight distance at Level of Service D.

A factor of 80 percent, is applied to yield the outbound flow of traffic.

The following is the basic formula applied to compute Level of Service D,

Base capacity:

LOSD Base Capacity

= 2000 x 0.58 x 0.8

= 928 K-6

To modify this base capacity to reflect the limit'ng road width and shoulder width of the particular evacuation

route, the base capacitv was multiplied by the appropriate width factor.

The road widths were obtained "rom the Monroe County Hi hwav Suf i-ciencv Study, 1978.

The width factor (W) employed for each computation was obtained from Table 10.8 of the Hi hwav Caaacit Manual.

Thus, Limit'ng LOSD Capacity

= 928 x W

Once this limiting capacity for Level of Service D has been obtained the result is reduced again for foul weather.

This reduction is achieved by reducing the compu ed capacity by 20%,

according to the National Academy of Sciences Transportation Research Board Circular 212, January 1980.

The following is the application of this methodology to Route A as an example.

Com utation of Ca acit for Route A:

Lake Road (Route 18)

Route A was one of those routes that was computed because there was no available data on capacity (v/h)'.

The Monroe County Highway Sufficiency Study (1978) has road widths for the segment from the Monroe-Wayne County Line west, to Route 250.*

The width given (21 feet) for the entire length was used to compute capa-city (v/h).

The basic formula for calculating capacity is taken from the National Academy of Sciences Hi hwa Ca acit

Manual, 1965, for a two-lane, two-way rural highway.**

where LOSD Base Cap

= LOS< Cap x LOSD Cr x CRF LOS Base Cap

= Level of Service D Base Capacity D

• When width data for the entire evacuation route was not available, the data for the most limiting segment of available segments was used.

• • The number of trucks and buses anticipated is not significant.

K-7

LOS Cap

= Level of Service E capacity under ideal conditions:

2000 v/h LOS CF

= Level of Service D conversion factor to convert from.LOS to LOSD.

Conversion factor (0.58) obtained from Table 10a7 of the Highway Capacity Manual, 1965.

CRF = Capacity Reduction Factor; 0 of capacity assigned to the outbound flow (80%)

Applying this generic formula to Route A (Route 18, or Lake Road),

the following values are substituted:

LOSD Base Cap

= 2000 x 0.58 x 0.8 LOSD Base Cap

= 928 v/h To adjust this vehicle pe hour rate to account for the par-ticular lane width of Route A, the following formula is used:

LOSD Base Cap x N where W = width factor To obtain the road width factor, the road width (21 feet) is divided by 2 to provide the width of one lane, thus yielding 10.5 feet.

The adjustment factor is obtained from Table

10. 8 of the ~xichwa

~Ca acit Manual.

The factor is obtained from th'e table matrix of lane widths and distances from lane edge to obstruction (shoulder).

Applying a shoulder width of 2 feet for both sides of Route A and a lane width of 10 feet,* the factor 0.69 is

• Table 10.8 gives only 11 and 10-foot lane widths to select from; in each case, the more conservative lane width is used to select the width factor.

s K-8

~

C

obtained.

Substituting this factox to adjust or width yields:

LOS Limiting Cap for Route A = 928 x 0.69 D

LOSD Limit'ng Cap for Route A = 640 In order to compute the actual capacity time for Route A, the l'imiting capacity, adjusted for road width, is divided into the vehicle demand:

.Vehicle demand Capacity

Thus, 2,960 640

= 4.6 hours6.944444e-5 days <br />0.00167 hours <br />9.920635e-6 weeks <br />2.283e-6 months <br /> or 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> 36 minutes For foul weather the capacity is reduced by 20% and the same computation is repeated.

2,960 512

= 5.8 or 5 hours5.787037e-5 days <br />0.00139 hours <br />8.267196e-6 weeks <br />1.9025e-6 months <br /> 48 minutes Evacuation Routes B and G and C and D are overlapping or shared routes.

Routes B (originating in ERPA II) and G (originating in ERPA V) share the same highway (Route 104) for a significant distance.

Where Route B enters ERPA V, it is the same as Route G (Route 104 west), which is used by ERPA V vehicles.

The limiting capacity for Route B inside ERPA 5I is more restric-4 S

tive than that portion of Route 104 inside ERPA V.

Therefore, the capacity time for Route B inside ERPA II was computed separately.

This sum (36 minutes) was then added to the capa-city time computed for Routes B and G combined in ERPA V.

(The total number of vehicles from ERPAs II and V were used to compute the capacity time of the combined routes in ERPA V.)

Thus the capacity time for ERPA II, Route B, is 36 minutes greater than for Route B and G combined in ERPA V.

K-9

Routes C and D also combine into one route; howeve

, the l'mi'ting capacities city times were not t'me for Route C 'n for both routes, are the

same, so the, capa-added.

As an additional check, the capacity ERPA IZ was calculated, using the total number of ZRPA II cars.

The result 'was" lower than the capac'y time computed for Route C and D combined in r.RPA IZZ.

There-fore, the capacity time computed on the basis of the total number of cars from both affected

"-RPAs (i.e. II and IZZ) was usede K-10

ANNEX K EVACUATZON TZME ESTZYATES Zntroduct'on This appendix, Evacuation Time Estimates, has been prepared as part of the evacuation plan for Wayne County.

(Because infor-mation required for the time estimates is included in other

-sections of the overall evacuation plan, cross referencing has been employed.)

• The evacuation time estimates are based on a

conservative scenario during working hours with children in school.

These estimates assume that inner and outer sectors are evacuated simultaneously.

For a map of that portion of Wayne County within the plume exposure pathway emergency plan-ning zone (EPZ), refer to Figure A-1 in Annex A of the plan.

he source of population information (Annex A) used in these estimates is'preliminary 1980 census data.

The number of auto-mobiles used is equal to the number of households.

School children are carried by school buses from the schools and a

e treated as part of the general population.**

Roadway capaci-ties at Level of Service D were either supplied by the New York State Department of Transportation or computed on the basis of county and state highway sufficiency studies.

Road capacity computations were done in accordance with principles and tech-niques described in the Hi hwa Caoacit

Manual, 1965, Special Report 87, Highway Research Board by the National Research Council of the National Academy of Sciences.

Computation techniques were discussed with and approved by officials of the New York Office of Disaster Preparedness, Nuclear Civil Protection Planning Section.

• A previous time estimate report NUS-3521, January

1980, was submitted in response to a generic NRC letter (November 29, 1979) before evacuation plans were written.

• • Zn a rural area such as this where most children ride buses to school, school bus transport would not constitute special

problems, according to interviews with local school officials.

K-1

The methodology for computing capacities is discussed in detail in the methodology section of this appendix.

Demand The Ginna 10-mile EPZ in Wayne, County is a rural setting with a negligible transient population (four motels) and no hospitals or nursing homes.

Special populations and facilities are described in Appendix K of the overall emergency response plan.

The population by Emergency

Response

Planning Area (ERPA),

and census enumeration district, is given in Table A-1 and Figure A-2.

The number of automobiles and households for each ERPA appears in Tables K-3 and K-4.

(The population by sectors is shown in Appendix J of the overall plan, but as mentioned previously these estimates are made on the basis of ERPAs.)

In a rural area such as this, the number of households without automobiles in 1980 is probably n'il.*

Even so, the plan provides for transportation dependents to be served during an evacuation by Wayne County Highway Department's "WATTS" buses and supple-mented as needed by school buses from districts outside the EPZ.

The carrying capabilities of this agency are shown in detail in Table K-1 and the evacuation time for transportation dependents is assumed to be the same as for the general population.**

Traffic Ca acit, The complete network of primary routes for a full, ten-mile evacuation is shown in Annex H; which lists and describes the primary routes for each ERPA and includes a map of these routes from the ERPA in which they originate to the assigned congregate

• Specific preliminary 1980 census data on vehicles per house-hold were not available.

• • Allbuses of the Wayne Area Transit System aie radio equipped, and could be dispatched quickly in the event evacuation became necessary.

K-2

WAYNE AREA TRANSlT SYSTEM PASSENGER CAPABILITIES Type of Vehicle Number Seated Capacity/

Vehicle Total Van Bus Bus Passenger Car TOTAL 13*

17 20 52*

20 10**

99

• To be replaced by four 20-passenger

buses, giving a total fleet capacity of 127.

• • Does not include the driver.

K-3

care center

{Figure H-1).

The same information for a three-mile evacuation appears in Annex Z.

Traffic control points (i.e. potential bottlenecks) and access control points (i.e. police roadblocks regulating entry to the EPZ) have been designated with local officials to ensure orderly and expedient egress.

The access control points for three and ten mile evacuations are shown in Figure C-2 and C-3, respectively.

The roadway characteristics for the primary evacuation routes are given in Table K-2.

The table applies to both the three and ten mile evacuations since ERPA I will use the same routes in either case.

Evacuation Times Tables K-3 and K-4 are summary tables providing total evacua-tion time estimates as well as estimates for the time components of the evacuation process:

notification, capacity times, and confirmation.

Whereas the preliminary evacuation time est>.-

mates (NUS-3521) focused on the evacuation of the population by radial sectors, this estimate is keyed to the evacuation of the population by ERPAs, in accordance with the evacuation plan.

The basic evacuation plan for Wayne County calls for simul-taneous evacuation of the full, ten-mile EPZ.

Estimates for this movement are shown in Table K-3.

Table K-3 also shows evacuation times for fair and foul weather by ERPA.

Xn some cases, an ERPA has more than one evacuation route and the appropriate numbex of automobiles is shown'or different areas within the same ERPA.

This breakdown was achieved by matching the number of automobiles (households) in K-4

V

TABLE K-2 ROADWAY CHARACTERISTICS Roate a Limitin Se ment County Road 286 tod Walworth-Macedon Town Line Number ofb Lanes c

Limiting

~Te

~Ca acit R

580 Comments all 514 D

all e

" Newark-Marion Road to Marion-Palmyra Town Line 457 530 E

(Pultneyville)

E (Williamson) all all 514 950 Route descriptions and map appear in Annex H.

bTotal number of through lanes in both directions at the most limiting segment.

Rural highway.

New York State Department of Transportation, Data Services

Bureau, "1978 New York Highway Sufficiency Ratings."

Derived from:

Wayne County Planning Board report no.

9, "County Transportation Study and Plan,"

1973; and National Academy of Sciences, "Highway Capacity Manual,"- 1965.

TABLE K-3

SUMMARY

OF EVACUATION TIMES (Simultaneous Evacuation of Full, Ten-Mile Emergency Planning Zone)

Foul Weather Times (hr-min)

Fair Weather Times (hr-min)

ERPA Route Nouseholds Vehicles Notification 6 Preparation Movement Confirmation Total Notification 6 Preparation Movement Confirmation Total III 1,920 1,920 2-40 4-08 4-30 11-18 2-40 3-19 2-15 8-14 III II I

III B

1,620 C

480 D

1,000 IV E

Mllllarson 1,450 IV E

620 Pu1tnsyv ills 1,620 480 1,000 620 1,450 2-40 2-40 2-40 2-40 2-40 3-56 1-19 2-22 1-31 4-30 4-30 4-30 4-30 4-30 4-30 10-06 8-29 9-32 8-41 11-40 2-40 2-40 2-40 2-40 2-40 3-04 1~03 1-53 1-12 1-30 2-15 2-15 2-15 2-15 2-15 7~15 5-58 6-48 6-07 6-25 Preliminary unofficial 1980 U. S.

Census data.

TABLE K-4

SUMMARY

OF EVACUATION TIMES, ERPA I AND ERPA II (Evacuating Separately)

Foul Weather Times (hr-min)

Fair Weather Times (hr-min)

ERPA Route Households Vehicles Notification Preparation Movement Confirmation Total Notification b Preparation Movement Confirmation Total 680 400 680 400 2-40 2-40 1-28 0-58 2-00 2-00 6-08 5-38 2-40 2-40 1-12 0-47 1-00 1-00 4-52 4-27 B

1,240 1,220 480 1,240 1,220 480 2-40 2-40 2-40 2-40 2-58 1-19 4-30 4-30 4-30 11-50 12-08 8-29 2-40 2-40 2-40 2-06 2-23 1-03 2-15 2-15 2-15 7-01 7-18 5-58 Preliminary unofficial 1980 U. S. Census data.

the appropriate enumeration districts with the route that resi-dents in those enumeration districts would use.

a Limitations of the Wayne County road network and the locations of adequate congregate care space dictate that ERPAs I and II use the same evacuation routes.

There are, therefore, two scenarios for evacuation of these

areas, one in which ERPA I evacuates first and ERPA II evacuates later or not at all, and the other in which both ERPAs evacuate simultaneously.

Table K-4 shows evacuation time estimates for separate evacuation of ERPAs I and II.

These estimates would apply"to a situation in which a three mile evacuation was implemented first, and an ex-tension of the evacuation to ten miles was held in reserve.

Times for fair and foul weather evacuation are shown.

Methodolo The notification and confirmation times are based on local officials'st'mates for entire EPZ sectors.

Por instance, the notification and confirmation time estimates for all ERPAs of Wayne County were originally applied to the entire 2 and 5 mile rings as well as to the'5 to 10 mile SE sector, with Ginna station as the center point.

Therefore, as applied here to each ERPA they are highly conservative.

The Notification time includes a preparation time of 20 minutes.

This preparation time is the theoretical elapsed time between notification and initial vehicle movement used in our previous time estimates NUS-3521 submitted to the NRC January 1980.

Limiting road capacities that were not available from the New York State Department of Transportation were computed.

The Hi hwa Ca acit Manual provides the methodology.

Table 10.7 of the Manual gives maximum service volumes under ideal condi-tions for cars travelling in both directions on a two-lane, two-way, rural highway.

K-8

At Level of Service E the base capacity for a two-way, two-lane rural highway is 2000 v/h.

To convert to Level of Service D,

this base capacity is multiplied by 0.51, which was obtained from Table 10.7.

This factor corresponds to an average highway speed of 40 miles per hour with a 40 percent restriction to passing sight distance at Level of Service D.

, A factor of 80 percent is applied to yield the outbound, flow of traffic.

The following is the basic formula applied to compute Level of Service D, Base capacity:

LOS Base Capacity

= 2000 x 0.51 x 0.8

= 816 D

To modify this base capacity to reflect the limiting road width and shoulder width of the particular evacuation route, the base capacity was multiplied by the appropriate width factor.

The road widths were obtained from the Wayne County Count Trans orta-tion Stud and Plan, 1973.

The width factor (W) employed for each computation was obtained from Table 10.8 of the Hi hwa Ca acit Manual.

Thus, Limiting LOS Capacity

= 816 x W

D Once this limiting capacity for Level of Service D has been obtained the result is reduced again for foul weather.

This reduction is achieved by reducing the computed capacity by 20$,

according to the National Academy of Sciences Transportation Research Board Circular, January 1980.

Computation of Ca acit for Route B:

Walworth-Ontario Road Route B was one of those routes that were computed because there was no available data on capacity (v/h).

The Wayne County Transportation Study and Plan (1973) has road widths for seg-ments of'alworth-Ontario Road north of Ridge Road and south of K-9

Walworth-Marion Road.

Xt is classed as a "collector" route.

The width given (18 feet) was used to compute capacity (v/h).

The basic formula for calculating capacity is taken from the National Academy of Sciences Highway Capac'ty

Manual, 1965, for a two-lane, two-way rural highway.*

where LOS Base Can

= LOS Cap x LOS CF x Capacity D

E Reduction Factor LOS Base Cap

= Level of" Service D Base capacity D

LOSE Cap Level of Service E capacity under ideal conditions:

2000 v/h LOS CF Level of Service D conversion factor to convert from LOSE to LOSD.

Con-version factor (0. 51) obtained from Table 10.7 of the Highway Capacity

Manual, 1965.

Cap reduction

=

0 of capacity assigned to the out-bound flow (80%)

Applying this generic formula to Route B (Walworth-Ontario Road),

the following values are substituted:

LOS Base Cap

= 2000 x 0.51 x 0.8 D

LOSD Base Cap

= 816 v/h To adjust this vehicle per hour rate to account for the par-ticular lane width of Route B, the following formula is used:

where LOSD Base Cap x W

W = width factor

• The number of trucks and buses anticipated is not significant.

K-10

To obtain the road width factor, the road width (18,feet) is divided by 2 to provide the width of one lane, thus yielding 9 feet.

The adjustment factor is obtained from Table 10.8 of the Highway Capacity Manual.

The factor is obtained from the table matrix of lane widths and distances from lane edge to obstruction (shoulder).

Applying a shoulder width of 2 feet for both sides of Route A and a lane width of 9 feet, the factor 0.63 is obtained.

Substituting this factor to adjust for width yields:

LOSD Limiting Cap for Route B = 816 x 0.63 LOSD Limiting Cap for Route B = 514 Zn order to compute the actual capacity time for Route B, the limiting capacity, adjusted for road width, is divided into the vehicle demand:

Vehicle demand Capacity Assuming that time and that Figure A-2 as the number of both ERPAs I and XX were evacuated at the same persons using Route B were from areas shown in Census Enumeration Districts 450,

454, and 455, vehicles (households) would be 1,620.

3.15 hours1.736111e-4 days <br />0.00417 hours <br />2.480159e-5 weeks <br />5.7075e-6 months <br /> or 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> 4 minutes 514 for a Route B Capacity time.

For foul weather the capacity is reduced by 20% and the same computation is repeated.

This reduction factor is obtained from 1,620

= 3.94 hours0.00109 days <br />0.0261 hours <br />1.554233e-4 weeks <br />3.5767e-5 months <br /> or 3 hours3.472222e-5 days <br />8.333333e-4 hours <br />4.960317e-6 weeks <br />1.1415e-6 months <br /> 56 msnutes.

411 Variations in limiting capacity of evacuation routes as given in Table K-2 arise from several differences in road data.

0 s4<

~

Information on the limiting capacity of Route A and Route E

(Williamson) are taken directly from New York Highway Suffi-ciency Ratings.

Route C is composed of town rather than county roads.

The route is classed in the Wayne County Transportation Study and Plan as a "primary" road rather than a collector.

This means that providing access to abutting property (driveways) is an important, though not primary, consideration in the road's design.

As a result, a,shoulder width of 0 feet (adjustment factor is.56) was used in computing the limiting capacity for Route C'.

Route D's most restricted segment is the portion of Walworth-Marion Road between Marion Village and the Marion-Palmyra town line.

Both feeder routes (Cory Corners Road and Eddy Ridge Road) have less capacity than Walworth-Marion Road but each would carry only part of evacuation traffic from ERPA III.

The limiting capacity for Walworth-Marion Road, which would carry all evacuation traffic from ERPA III, was computed on the basis of a 9.5 foot lane width and two-foot shoulder width (adjustment factor is.65).

Route E (Pultneyville) has similar characteristics to Route B

and, as such, has the same limiting capacity.

K-12

f