Text

Rev 2,to Evaluation Time Estimates within Plume Exposure Pathway EPZ for Calvert Cliffs Nuclear Power Plant.
	ML20011F416
Person / Time
Site:	Calvert Cliffs
Issue date:	12/31/1989
From:	; BALTIMORE GAS & ELECTRIC CO.
To:	;
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ML20011F415	List: ML20011F414; ML20011F416;
References
	NUDOCS 9003060002
	Download: ML20011F416 (100)
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? REVISION 2'

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3 EVACUATION TIME ESTIMATES

WITHIN THE PLUME EXPOSURE PATHWAY--

- . . EMERGENCY PLANNING ZONE.

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FOR THE 9 '

CALVERT CLIFFS ,

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NUCLEAR POWER-PLANT a-ai I .

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I APPENDICES A- IDYNEV Model Description A-1 l B- Population and Vehicle Data B-1 > C- Calvert Cliffs Nuclear Power Plant C-1 . EPZ Evacuation Road Network Node Identification , D- IDYNEV Network Listing D-1 l .i l l l I , i L I ; l iii i 1 , ? if CCNPP EPZ ETE ! 3 Rev 2,~12/89 l . LIST 0F TABLES - m em , 1 -Calvert Cliffs Nuclear Power P1 ant EPZ - Summary of General Population Evacuation Time Estimates 1 2-1 Emergency Action Sub-Areas' 2-10 3-1 Public' Response Time Estimates 3-9 4-1 Population and Vehicle Demand by Emergency Action 4-4 [ Sub-Area: ;

s 4-2 Special Facilities - Schools Within the Emergency Planning Zone 4-5 4-3 Transient Population Facilities - Major Employers Within the Emergency Planning Zone 4-6 .

~ 4-4 Transient Population Facilities - Overnight Accommodations: Motels and Campgrounds Hithin i the Emergency. Planning Zone 4-7 4-5 Transient Population Facilities - Major Recreation _ t Areas and Attractions Hithin the Emergency Planning 4-8 Zone 4-6 Transient Population Facilities'- Marinas Hithin 4-9 the Emergency Planning Zone -> l 6-1 Summary of. Evacuation Time Estimates - Normal Heather 6-4 2 Summary of Evacuation Time Estimates - Adverse Heather 6-5 3 Special Facility Evacuation Time Estimates 6-6 f 6-4 . Evacuation Confirmation Time by Emergency Action 6-7 Sub-Area g . iv I, CCNPP EPZ ETE Rev. 2, 12/09 ! , LIST OF FIGURES. 4 Fiaure Title East 2-1 Calvert Cliffs Nuclear Power Plant - Site Vicinity 2-11 I 2-2 Emergency Action Sub-Areas 2 2-3. Plume Exposure Pathway Emergency Planning Zone 2 l 3-1 Public Response Curves 3-10 4-1 Special. Facility Locations - Schools 4-11 , 2 Transient Population Facility Locations - MajorEmployers. , 4-12 s 4-3 Transient Population Facility Locations - .0vernight Accommodations, Recreation Areas and Attractions, and Marinas 4-13 5-1 Calvert Cliffs Nuclear Power Plant Evacuation Road Network 4 ^ 1 7-1 Recommended Traffic Control 7-4 I - I ' I I SECTION 1-CCNPP EPZ.ETE Rev. 2, 12/89 INTRODUCTION I This report presents updated evacuation time estimates for the Plume Exposure Pathway Emergency Planning Zone, hereafter referred to as EPZ, surrounding the ) C - Calvert Cliffs Nuclear Power Plant (CCNPP) in Calvert County, Maryland. The U. S. Nuclear Regulatory Commission (NRC) and the Federal Emergency Management Agency (FEMA) have jointly prepared and issued " Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Preparedness in Support of Nuclear Power Plants", (NUREG-0654, FEMA-REP-1, Rev.1, November 1980)I , as guidance to nuclear facility operators, and state and local governments in the preparation of radiological emergency response plans. Appendix 4 of NUREG-0654, " Evacuation Time Estimates Hithin the Plume Exposure ( Pathway Emergency Planning Zone", suggests criteria for determining and presenting an evacuation time estimate. This report reflects the guidance and recommendations presented in NUREG-0654. 1.1 PURPOSE l This evacuation time estimate report supports the Radiological Emergency Plan (REP) for Calvert Cliffs Nuclear Power Plant (Appendix 1 to Annex Q of the Maryland Emergency Operations Plan)2 . The purpose of this report is to provide the approximate timeframes associated with a range of evacuation time estimates to the responsible emergency response personnel to assess the ~I relative feasibility of evacuation when considering what, if any, protective . actions should be implemented to protect the healtn and safety of the public during a radiological emergency. h An evacuation is one protective action that may be selected in response to a radiological emergency. The evacuation time estimate may be an important consideration when making a decision to evacuate a given area. The emergency response personnel must examine and compare the prevailing meteorological . conditions (e.g., wind speed and direction), the nature and timing of any radiological release, and the evacuation time estimate to ensure that an .. evacuation is the most appropriate protective action. l The results of this updated study reflect the changes in population and the f road network which have occurred in the CCNPP EPZ since the last evacuation time estimate analysis performed in 1981. , P CCNPP EPZ'ETE Rev. 2, 12/89. : l L 1.2

SUMMARY

l-L In preparing this assessment, a full range of scenarios representative of the-various seasonal, time of day, and weather conditions was examined, In ,

addition, a number of special cases were prepared to assess several alternate traffic flow arrangements.

The evacuation time estimates presented in this report were developed using a computer traffic simulation model known as IDYNEV. The IDYNEV Version 2.0 model uses site-specific evacuation road network and vehicle demand data as .;

inputs. The. evacuation road network data were derived through detailed field surveys of roadway characteristics. The vehicle demand data (the number of vehicles to be evacuated) were derived from population data provided in the u Demographic Profile of the Plume Exposure Pathway Emergency Planning Zone for the Calvert Cliffs Nuclear Power Plant3and 1989 estimates of growth.

Times and rates for vehicle loading onto the evacuation network were based on a statistical analysis of the public response to a recommendation to evacuate.

In assessing the results of the modeling effort, given the generally adequate nature of the EPZ road network in conjunction with a relatively moderate EP7 population and associated vehicle demand, it was determined that-the.

. predominant factor in generating the evacuation time estimates were the assumptions regarding public mobilization. Limitations in the capacity of the-evacuation roadway network were found to be only temporal in nature and did not significantly affect the end evacuation times.

Evacuation time estimates were developed for 64 (scenarios) by combining

[ . various summer and winter season; daytime and nighttime; normal and adverse weather conditions; for 8 evacuation areas. The results of the evacuation time estimate analyses are summarized in Table 1-1. In addition, evacuation time estimates were prepared for those special facilities located within the EPZ and a number of special alternate traffic flow scenarios. For each of these scenarios the model results provided information on vehicle delay and queuing (backup or congestion) which was used to analyze the network I.; performance and test alternate traffic control options.

1-2

?- j CCNPP EPZ ETE i Rev. 2, 12/89- '

.The results of the. analysis indicate that in spite of some identified seasonal variations in population, the evacuation time estimates for the winter and - l l summer periods were' nearly identical. Under normal weather conditions, the evacuation time estimates for the full EPZ ranged from approximately 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months l

40 minutes during the day to-2 hours at night. Under adverse weather conditions, the full EPZ time estimates ranged from 3 hours3.472222e-5 days 8.333333e-4 hours 4.960317e-6 weeks 1.1415e-6 months 10 minutes during ,

the day to 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes at night. ,

For the partial 0 to 10 mile evacuation scenarios, normal weather evacuation time estimates ranged from 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes to 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes during the 4 day and I hour 10 minutes to 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months at night. Under_ adverse weather conditions, the partial 0 to 10 mile evacuation scenarios ranged from 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes to 3 hours3.472222e-5 days 8.333333e-4 hours 4.960317e-6 weeks 1.1415e-6 months 10 minutes during the day and 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 20 minutes to 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes at night.

The normal . weather evacuation time estimates for the full and partial 0-5 mile I evacuation areas ranged from 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 20 minutes during the day to 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 40 minutes at night. The adverse weather time estimates for the 0-5 mile evacuation areas ranged from 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes during the day to I hour 50 minutes at night.

The 0-2 mile evacuation area time estimates under normal weather conditions ranged from 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes during the day to I hour 20 minutes at night.

For adverse weather scenarios the evacuation time-estimates were 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 20 minutes during the day and 1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 30 minutes at night.

'In observing the similarities in the time estimates for the different evacuation areas and weather condition cases, it is noted that due to the relatively moderate CCNPP EPZ population (and associated vehicle demand) and adequate roadway capacity, the model evacuation times are generally a g' reflection of the assumptions regarding mobilization time plus the time needed I to drive beyond the area to be evacuated. Given the rounding to the nearest 10 minutes of the evacuation time estimates, differences for many of the scenarios evaluated are not apparent. Additionally, given the relatively short driving distances, the comparative travel times for limiting factor vehicles (the last vehicle to leave the evacuation road network) associated with normal and adverse weather condition scenarios were found to be slight.

1-3 ,

I CCNPP-EPZ ETE Rev. 2, 12/89

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'l On December 12, 15, and.20, 1989, emergency management officials from Calvert, St. Marys, and Dorchester Counties reviewed this revision of the Evacuation Time Estimates within the-Plume Exposure Pathway Emergency Planning Zone for the Calvert Cliffs Nuclear Power Plant. Based on the review with Mr. C. L.

Rayburn of Baltimore Gas and Electric Company (BG&E), county officials provided verbal concurrence with the results of this study. Hritten concurrence followed and is maintained in BG&E's Emergency Planning Unit file 3.3.

1.3 SCOPE This report describes the site specific data and assumptions used to determine evacuation time estimates for potential off-site evacuation areas within the CCNPP EPZ for a range of evacuation scenarios.

The study area, emergency action sub-areas, and potential evacuation areas

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addressed in this analysis are described in Section 2. Section 2.4 describes the different evacuation scenarios for which evacuation time estimates were prepared.

Section 3-describes the computer model, study methodology and assumptions, and 1I' methodologies for assessing special facility and special event evacuation

-- times. Section 4 presents the demographic and vehicle demand considerations

..used to support the model analysis.

A description of the evacuation road network evaluated in the modeling effort is presented in Section 5. Results of the analyses are summarized in Section s

6. Conclusions and recommendations are presented in Section 7.

The Appendices contain detailed information related to the study including a description of the IDYNEV computer model, population and vehicle data, evacuation road network node identification, and IDYNEV network file listing.

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CCNPP.EPZ ETE-Rev. 2. 12/89-TABLE 1-1

.CALVERT ELIFFS NUCLEAR POWER PLANT EPZ

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SUMMARY

OF GENERAL POPULATION EVACUATION TIME ESTIMATES Winter (31 Susiner (4)

Daytime Nighttime Daytime Nighttime Evacuation Area (2)

(Sub-Areas 1 Normal Adverse Aragl Adverse Normal Adverse Normal Adverse f 130 150 80 90 l 0-2 Miles, 360* (AB) 130 150- 80 90 110 140 160 100 110 0-5 Miles, 360* (AB, C, D) 140 160 100 110 140 160 100 110 0-5 Hiles, North (AB, C) 140 160 100 140. 160 100 110 140 160 100 110 0-5 Miles, South (AB. D) 120 130 160 190 120 130 0-10 Miles, 360* 160 190 (AB, C, D. E. F, G, H) 150 190 120 130 0-10 Miles, North (AB, C, D, E) 160 190 120 130 150 180 120 130 160 180 120 130 0-10 Mi1 t. South (AB, C D. F, G) 70 80 130 160 70 80 0-10 Miles, East (H) 130 160' NOTES:

(1) Times have been rounded to the nearest 10 minutes.

(2) See Figures 2-2.and 2-3 for evacuation study area locations.

(3) As discussed in Section 4.2.

(4) As discussed in Section 4.3.

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CCNPP EPZ ETE Rev. 2, 12/89 SECTION 2 STUDY AREA DESCRIPTION 2 Calvert Cliffs Nuclear Power Plant (CCNPP) is located in the town of Lusby, z Maryland, in Calvert County along the western shore of the Chesapeake Bay.

= .The site is approximately 101/2 miles southeast of Prince Frederick (See 2 Figure 2-1). The immediate area around the site is is densely wooded with a low, flat to gently rolling terrain of low to moderate relief.

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Other nearby communities in Calvert County include Calvert Beach and Long Beach, approximately 3 miles to the northwest; Bertha, approximately 4 miles to the south; Cove Point, approximately 4 1/2 miles to the southeast; and ChesapeakeRanchEstates,approximately6milestothesouth-soIstheast.

b Portions of St. Marys County in the area approximately 6 to 10 miles west and south; and Dorchester County in the area approximately 6 to 10 miles east of the CCNPP site are also included within the study area.

] Recent changes in the study area include an estimated 38 percent increhse in the permanent EPZ population from 24,900 to 34,350 between 1980 ind 1989.

] Since 1980, estimated population growth in those dutricts of Calvert County located within the study area ranged from 12 to 66 percent 4 resulting in a total. increase of 30 percent from 11,900 to 15.450. Population growth in St.

5 Marys County for the same time period was estimated to be 48 percent or an ,

increase from 12,500 to 18,500. For Dorchester County, during this timeframe, g 6 a .the population remained approximately the same at 300 permanent residents.

Transportation network improvements in the study area have in recent years been made in Calvert and St. Marys Counties. In Calvert County these encompass roadway improvement projects including the realignment 6nd widening of Route 2/4 between Prince Frederick and Solomons, the extension of Ball Road to Route 2/4 in St. Leonard, and road surface improvements along Grays and Sixes Roads east of Bowens. In St. Marys County, Route 235 has been realigned and widened to provide two lanes of travel in each direction for those roadway segments within the study area.

2-1

I1 CCNPP EPZ ETE Rev. 2, 12/89 In addition to residential development, other major land use around the CCNPP site is agricultural; primarily farming of tobacco, corn, soybeans, and hay.

Dairy farming is of minor importance. The waters in the vicinity of the CCNPP EPZ are used for commercial fishing, especially for shellfish such as clams, l.

oysters, and crabs, and offer a popular summer boating retreat. '

Beyond the study area, the metropolitan centers closest to the site are:

. Hashington, D.C., approximately 45 miles to the northwest; Baltimore, Maryland, approximately 60 miles to the north;-and Richmond, Virginia, approximately 80 miles to the southwest.

I' In general, the area has moderate weather conditions characteristic of the i Mid-Atlantic region. The average annual temperature is 57.6*F. The area receives approximately 40 inches of rainfall annually with precipitation occurring about 10 percent of the time. Mean annual surface wind speeds range from 8-10 miles per hour.

The probability of the occurrence of severe weather conditions is low. The area has an average of 0.S tornadoes and 40 thunderstorms each year. Although there is approximately one hurricane threat each year, on the average only one hurricane every 10 years has a significant impact in the area. Northeasters of extra-tropical storms can influence the degree.of flooding in low lying areas 7, I

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I 2-2

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I CCNPP EPZ ETE Rev. 2, 12/89-2.1 EMERGENCY PLANNING ZONE In accordance with the guidance of NUREG-0654, the area of study for potential evacuation is the Emergency Planning Zone (EPZ) around the CCNPP-site (See Figure 2-1). The EPZ is the area for which planning is required to assure that prompt and effective actions can be taken to protect the'public in

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the event of a radiological incident at the CCNPP.

The EPZ is approximately 10 miles in radius and encompasses portions of

.h Calvert, St. Marys, and Dorchester Counties in Maryland. The majority of the EPZ includes the area south of Prince Frederick in Calvert County and the northeastern portion of St. Marys County bordering the Patuxent River. In Dorchester County, the Taylors Island area, located 6 miles across the Chesapeake Bay, is included in the EPZ.

Although the radius for the EPZ implies a circular area, the actual shape-reflects geographic and demographic considerations-as recommended in NUREG-0654. Since it may not be necessary or desirable to evacuate the entire EPZ at once, several emergency action sub-areas have been defined within the EPZ. ,The general shape and size of these emergency action sub-areas have been established in accordance with the recommendations of NUREG-0654. The sub-area boundaries were defined using easily recognizable man-made and

. natural features (e.g., roads and rivers) agreed upon by county officials so that the emergency-action sub-areas can be identified by the general public.

2.2 EMERGENCY ACTION SUB-AREAS The emergency action sub-areas of the EPZ approximate the 0-2 mile, 2-5 mile and 5-10 mile 90' sectors as outlined in NUREG-0654. Based on the evacuati0a time estimates for the various combinations of these emergency action

g. sub-areas, emergency response personnel can designate distinct protective I actions (with consideration to prevailing weather conditions and/or time restrictions) to the affected emergency action sub-areas in accordance with the nature of the incident.

I 2-3 I

I CCNPP EPZ ETE Rev. 2, 12/89 f

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Figure 2-2 identifies eight emergency action sub-areas which have been established for the CCNPP EPZ. Table 2-1-lists the location and major

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communities contained within each emergency action sub-area.

Emeroency Action Sub-Area AB f

Emergency Action Sub-Areas A and B have been combined into a single Emergency Action Sub-Area (AB) due to the small geographic size and low population of- '

._ the areas. Additionally, if emergency actions were required anywhere within the 2-mile radius, they would be applied to the entire 2-mile area.

f Emergency Action Sub-Area AB is bordered to the east by the Chesapeake Bay, The northern limits follow the 2-mile radius' demarcation south of Long Beach j to Route 2/4 which runs north to Quakers Swamp and then south along St.

!g E Leonard Creek. The southern boundary continues along Johns Creek and Mosley '

Branch east to Route 2/4 in Lusby. The boundary line then follows Route 2/4

south to and along the Calvert Cliffs State Park northern property line, >

l- Emergency Action Sub-Area AB includes the communities of White Sands and Lusby.

Emeraency Action Sub-Area C

g Emergency Action Sub-Area C is the northern quadrant of the 2 to 5 mile W. portion of the EPZ. This area is bordered on the north by the Chesapeake Bay, i f south by the Patuxent River, and east by St. Leonard Creek and Emergency Action Sub-Area AB. The western border surrounds and includes Hestern Shores Boulevard and Hestern Shores Estates, crossing Route 2/4 to St. Leonard Creek. The boundary follows due west along a tributary of St. Leonard Creek f to MacKall and Ross Roads, following Ross Road to and then along Island Creek.

Emergency Action Sub-Area C includes the community of MacKall, the residents along-MacKall Road south of Ross Road, and the communities of Cape Leonard, I Hallville, St. Leonard, and Long Beach.

2-4 I

I

CCNPP EPZ ETE Rev. 2, 12/89 Emeraency Action Sub-Area O Emergency Action Sub-Area D is the southern quadrant of the 2 to 5 mile

' portion of the EPZ. Emergency Action Sub-Area D lies between the Chesapeake Bay and the Patuxent River. It is separated from Emergency Action Sub-Area C by St. Leonard Creek and bordered on the north by Emergency Action Sub-Area AB. The southern _ boundary, shared with Emergency Action Sub-Area G, follows Hungerford Creek north encompassing the area east of Coster Road to where it meets the 5 mile radius demarcation. The boundary extends south of Appeal to where it intersects with Rousby Hall Road north of Olivet School. The boundary follows Rousby Hall Road south to Mill Creek, continuing east on to Thunderbird Drive, Catalina Drive, and finally Calams Run to the Chesapeake Bay.

Emergency Action Sub-Area D encompasses all of Calvert Cliffs State Park, the

=

northern portion of Chesapeake Ranch Estates, and the communities of Cove Point, Sollers, Coster, Appeal, and Bertha.

Emeraency Action Sub-Area E Emergency Action Sub-Area E is the 5 to 10 mile northern quadrant of the EPZ located in Calvert County between the Chesapeake Bay and the Patuxent River.

Starting from the northeast corner, Emergency Action Sub-Area E includes the Dares Beach community in the north and follows the 10 mile radius demarcation south of Prince Frederick. The boundary crosses German Chapel Road at Dan Bowen Road, thereby including all of Dan Bowen Road. The boundary goes due south to the intersection of Sixes Road at Hutchins Road, encompassing all of i Sixes Road east of Hutchins Road, and all of Hutchins Road. The boundary

] continues south to meet Adelina Road and that portion of Adelina lying south, and due south on to the Patuxent River. The southeastern boundary borders Emergency Action Sub-Area C described previously.

Emergency Action Sub-Area E includes all of Broomes Island, Grays, and Ross Roads encompassing the communities of Broomes Island, Island Creek, Hilliams Hharf, Parkers Hharf, Ross Woods, Hutual Estates, and Mutual. Also included are the communities of Adelina, Dares Beach, Scientists Cliffs, Governors Run, Kenwood Beach, Parkers Creek, Port Republic, and the Battle Creek Cyprus Swamp Nature Area.

2-5

- . -- .- . ~ -- .-

I ..

Emeroency Action Sub-Area F CCNPP EPZ ETE Rev. 2, 12/89 l

-i Emergency' Action Sub-Area'F makes up the St. Marys County portion of the 5 to i

~

10 mile southwestern quadrant of the EPZ and is bordered by the Patuxent River

~

to the northeast. From the west, the Emergency Action Sub-Area F boundaries

-encompass Queen Tree Landing and Cat Creek Road to Sandgates Road to Route J

235._ The boundary follows Route 235 to Clover Hill Road, including Hillville, Gillens Grove, and Land-0-takes as EPZ communities. -The boundary crosses from I

i Clover Hill Road to Hollywood Road, southwest of Land-0-Lakes and Holly Gaf l Acres, to Brooks Run Creek and Lows Run, which crosses Lawrence Hayden Road.

Following the southern boundary of the St. Marys - County Airport, the emergency action sub-area includes Airport Drive and Route 235 to the Patuxent Navel Air Test Center.

I Emergency Action Sub-Area F includes Route 235 from the Patuxent Navel Air Test Center to Sandgates Road and all the network roads emanating east from this road segment. The communities encompassed within Emergency Action Sub-Area F include Sandgates, Hollywood Shores, Winterseat, Holly Gaf Acres, Hollywood,-Drumcliff, Sotterley, California Town Creek, Hoodland Acres and Clarks Landing. St. Marys Industrial Park, Hildewood Technology Park, Hildewood Hall and the County Airport are also included on the fringe of the-g EPZ in Sub-Area F.

Emeroency Action Sub-Area G Emergency Action Sub-Area G represents the Calvert County portion of the 5 to I 10 mile southern quadrant of the EPZ. Its southern boundaries are the Patuxent River and the Chesapeake Bay. To the north, it follows Hungerford Creek along the southern border of Emergency Action Sub-Area D previously described.

Emergency Action Sub-Area G contains the southern portion of Chesapeake Ranch Estates. It includes Cherry Hill, Olivet, Rousby Hall, Dowell, the Naval I. Recreation Center, and Solomons Island.

2-6

CCNPP EPZ ETE

s. - Rev. 2, 12/89-Emeraency Action Sub-Area H r

Emergency Action Sub-Area H is the 5 to 10 mile eastern quadrant of the EPZ.

~

It encompasses a portion of Taylors Island in Dorchester County approximately l-6 miles across the Chesap: .e Bay. The longest boundary of Emergency Action Sub-Area H is the Chesapeake Bay. The boundary also follows Parsons Creek to I

Goose Dam and continues south on to Smithville Road near James Island. From the south, Boggs Gut approaches Meekins Neck Road and the boundary follows l Meekins Neck Road to Hooper Island Road and joins Smithville Road. This emergency action sub-area encompasses Taylors Island, Smithville, Meekins Neck, and the Taylors Island Hildlife Management Area.

I 2.3 POTENTIAL. EVACUATION AREAS I For purposes of simulating an evacuation, emergency action sub-areas were aggregated into potential evacuatioa areas. These evacuation areas are designated in the following way.

l

0-2 miles, 360* - Emergency Action Sub ,,,Ja AB 0-5 miles, 360' - Emergency Action Sub-Areas AB, C & D

- 0-5 miles, North - Emergency Action Sub-Areas AB & C 0-5 miles, South - Emergency Action Sub-Areas AB & D 0-10 miles, 360' - Emergency Action Sub-Areas AB, C, D, E, F G & H 0-10 miles, North - Emergency Action Sub-Areas AB, C, D & E 0-10 miles, South - Emergency Action Sub-Areas AB, C, D, F & G 0-10 miles, East - Emergency Action Sub-Area H 2-7

3 CCNPP EPZ ETE.

5 Rev. 2,.12/89 I Evacuation time estimates were developed for each of these areas. Figure 2-3 illustrates the relationship between the evacuation areas and.the general

-sector format recommended in NUREG-0654.

i -

Although the Chesapeake Bay and other waterways encompass a large percentage of the. EPZ, evacuation time estimates were not specifically modeled for all

, boaters on these waters. In considering the estimated evacuation time of the boating population, however, current plans and procedures call for the early notification of boaters by the Maryland Marine Police and Coast Guard to advise a return to their point of origin.. For those boaters who, at the onset of any emergency condition, were on the open waters of Chesapeake Bay, this

, early notification would provide sufficient time to return to their marina of I origin. Assuming boaters are already in close proximity to the marina, the

{ evacuation times for marina populations and associated vehicle demands as discussed in Section 4.3 and presented in Table 4-6, would be well within the estimated general population evacuation times, since it is likely that the marina population would be among the first groups to leave the EPZ.

.I g

I

I y

2-8 I

I

f CCNPP EPZ ETE-Rev. 2, 12/89 2.4 EVACUATION SCENARIOS ,

- Evacuation scenarios are the simulated conditions established by combining potential evacuation areas with a specified season and time of day.

Evacuation time estimates are also determined for each evacuation scenario I. under both normal and adverse weather (when road capacity could be reduced \

conditions. Such adverse weather conditions for this area can include snow,-

rain, fog, ice, or high winds.

The eight' potential evacuation areas as previously discussed in Section 2.3, include the full 0 to 2' mile: 0 to 5 mile; North, South, and full 5 mile; and 0 to 10 mile North, South, East, and full EPZ designations.

Time parameters considered are day and night for both winter and summer seasons. These time parameters were selected to provide a realistic range of population estimates from which to generate representative evacuation time estimates.

The winter daytime scenario includes the permanent resident, school, daytime employee, and appropriate transient populations. The winter nighttime scenario includes the permanent resident, nighttime employee, and appropriate E

transient populations.

In contrast to the winter season, the summer attracts seasonal residents, fishing, and other water sport enthusiasts to the marinas, beaches and retreats in the area. Therefore, the summer daytime scenario includes the permanent, seasonal resident, employee, and appropriate special/ transient l populations. The summer nighttime scenario includes the permanent resident, seasonal resident, nighttime employee, and appropriate transient populations.

These populations are discussed further in Section 4.

j In all, there are 64 evacuation scenarios considered in this evacuation time

-~

estimate study. These are derived from various combinations of eight potential evacuation areas (described in Section 2.3); two seasonal population groups (winter and summer); two time considerations (daytime and nighttime); I and two weather conditions (normal and adverse).

I 2-9 l

I

\ -

CCNPP EPZ' ETE :

I< *

Rev.~2, 12/89-- i TABLE 2

EMERGENCY ACTION SUB-AREAS- ]

-Approximate Evacuation -

Major Communities /

Area Quadrant County Sub-Area (1) - facilities l I- 0-2 Miles North- Calvert A White Sands, CCNPP

-Oi2 Miles South Calvert B .Lusby

~2-5 Miles North- Calvert C Hestern Shores; Estates,-- !

L .St. Leonard, Long Beach, l

L Ha11ville Acres, Hallville, Mackall,-Cape Leonard

2-5 Miles South Calvert D Sollers, Coster, Bertha,

!(-.

! Cove Point, (Northern)

Chesapeake Ranch Estates,-

l.; Appeal, Calvert Cliffs State-Park 1 .

5-10 Miles North Calvert- E Dares Beach, Scientists- ,

Cliffs Port Republic, Kenwood Beach, Governors Run, Battle Creek Cyprus '

i. Swamp Nature Area, Mutual, Mutual Estates, Island Creek, Broomes Island, g1 Hilliams-Wharf; Parkers g; Wharf,:Ross Woods, Adelina-

- : 5-10 Miles South St. Marys F Sandgates, Hollywood' Shores,-

Drumcliff, Sotterley, Clarks-Landing,_ Town Point, Town Creek, California, TE: Hollywood, Hillville, St.

^5' Marys Industrial ~ Park, Hildewood Industrial Park,

m; Hildewood Mall, St. Marys

5 County Airport 5-10 Miles South Calvert G' (Southern) Chesapeake Ranch Estates, Drum Point,

~I. Johnstown, Avondale, Solomons Island, Cherry

.g Hill, U. S. Naval Recreation

_'3' Center, Newtown-5-10 Miles-East Dorchester H Taylors Island, Smithville,

Taylors Island Hildlife Management Area, Meekins Neck EQII:

(1) For Emergency Action Sub-Area locations refer to Figure 2-2.

2-10 ,

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I SECTION 3-CCNPP EPZ ETE Rev. 2, 12/89 EVACUATION TIME ESTIMATE I METHODOLOGY AND ASSUMPTIONS I The following methodology and assumptions were employed in the development of evacuation time. estimates for the CCNPP EPZ. In addition to,the provisions of

a. detailed road network date base for the IDYNEV traffic simulation model, detailed population characteristics with associated vehicle demands and assumptions governing public response, transportation resources, and traffic '

flow control were considered. A general description of the IDYNEV model input

( requirements and the' specific methodologies and assumptions applied to this study are provided below.

3.1 THE IDYNEV COMPUTER MODEL The evacuation time estimates were calculated using the Interactive Dynamic Network Evacuation (IDYNEV-Version 2.0) model. IDYNEV is a special purpose evacuation model designed to simulate the flow of traffic over a

- f.

transportation network during an areawide emergency evacuation. The IDYNEV model is part of an Integrated Emergency Management Information System (IEMIS) .

developed by the Federal Emcrtency Management Agency (FEMA) for use in

~

emergency. planning and incident response.

g. The IDYNEV model'was developed for calculating emergency evacuation time L5~ estimates under differing conditions. The model simulates the flow of vehicle

_ traf fic from entry nodes, where the vehicles are loaded on to the roadway l \ network, through the network to exit nodes beyond the EPZ, where the vehicles leave the network. The model uses the 1985 Highway Capacity Manua1 8 as its prime reference to calculate the capacity of the road network and vehicle flow. The model produces several measures of evacuation effectiveness, L including travel times, vehicle counts, queues and delays, and person throughput over the links (street segments) and nodes (intersections) of the g network. Where the simulated flow of traffic along the network exceeds the l3: calculated roadway capacity causing congestion, or " queuing", alternative i traffic routing and/or traffic controls can be identified and assessed.

l I 3-1

'g

,g.

CCNPP EPZ ETE-

-. Rev. 2, 12/89 The 10YNEV model requires that the' evacuation road network be defined in i

detail. The network data required for input include link (road segment) length, number of lanes, node (intersection) approach characterization, traffic controls, signal timing, turn lanes, and direction of turns.- These data are used to determine network capacity and direction of traffic flow.

Additional input data used by the model include vehicle loading rates which are associated with each evacuation area.

The vehicle loading rates are entered at specific points on the network and can be varied with time. The vehicle loading rate are tailored to match the

actual population and time distributions representative of the public's

--~

activity in mobilizing for evacuation. The public mobilization time is derived from a statistical distribution used to account for multiple events o including people receiving notice, leaving work, traveling home, and

. . evacuating their homes. This is discussed in greater detail in Section 3.2.2.

The IDYNEV Model employs the Highway Capacity Manual equations which are

_l validated on data averaged for the nation for calculating highway capacities.

It is assumed that traffic flow on the network is primarily one way with

] little cross traffic, that there is no major traffic on the network at the start of the simulation, and that all roads are open (e.g., there are no temporary blockages from auto accidents or stalled cars). Route choice is dynamic, however, meaning that vehicle movements are determined by preference and speed instead of fixed, preassigned turning movements. The 10YNEV Model is discussed in greater detail in Appendix A.

-l 1

] 3-2 1

I ,

CCNPP EPZ ETE Rev. 2, 12/89 3.2 EVACUATION TIME ESTIMATE ANALYSIS METHODOLOGY In supporting the IDYNEV model input requirements, the methodology and

- assumptions used to develop general population and special. facility evacuation I time estimates in accordance with NUREG-0654, Appendix 4 are discussed below.

In developing population estimates for an evacuation time estimate study,

-g permanent, transient, and special facility populations are identified for each 5 evacuation scenario. The population groups associated with each scenario are discussed in detail in Section 4. The population estimates are used in calculating associated vehicle demand in accordance with the assumptions

! presented in Section 3.2.1. The general population evacuation time estimates are then ueveloped for vehicle demand loading schemes calculated in conjunction with assumptions regard'.ng public notification and mobilization as I described in Section 3.2.2. Those assumptions which reflect a number of critical aspects pertaining to the implementation of an emergency evacuation are presented in Section 3.2.3. Based on these assumptions, the model is then g

W. run to simulate the flow of traffic over a transpottation network for representative day and night; normal or adverse weather; and identified peak

of off-peak population scenario evacuations.

3.2.1 ASSUMPTIONS FOR VEHICLE DEMAND ESTIMATION The following assumptions were used to generate estimates of vehicle demand.

. These assumptions were based on population and average occupancy data obtained from the Demographic Profile2 and subsequent updated information4 ,5,6, and are:

j

One car per household was used since demographic data showed average 1

auto ownership to be 1.28 per household.

Average household sizes for the three counties were estimated to be 2.97 for Calvert County, 2.50 10 for St. Marys County, and 2.07 for I Dorchester County.

4

_l 33 I

CCNPP EPZ ETE

-Rev. 2,_12/89~

One car per employee / staff member for businesses and schools.-

i One bus per 60 students.

One car per boat for marinas and yacht clubs.

One car per room for motels.

a Other recreation or special attraction facility vehicle equivalency l factors ranging from 2.5 to 5.0 people per vehicle were determined on:

a facility specific basis.

3.2.2 PUBLIC RESPONSE TIMES AND NETHORK LOADING RATES As mentioned in Section 3.1, the rates at which vehicles are loaded on to the model evacuation network were determined from a statistical analysis of assumed event times which provided an overall- time distribution intended to be

], representative of the public response to a recommendation to evacuate. The

public response to such a recommendation was assumed to consist of four components

]

1. Receive warning, or the notice to evacuate,

2. Leave work, which includes the time required for an employee to leave work and travel to car,

=

] 3. Travel from work to home.

4. Evacuate the home, which includes time required to pack belongings and prepare home for absence.

The average public response times for each event are shown in Table 3-1. The values accepted as the average time for each event were approved by the respective county emergency management agency officials.

J 3-4

H.

CCNPP EPZ ETE

- Rev. 2, 12/89 k

It'was assumed that the time distribution of the individual response to each U of these events could be represented by a normal distribution. The standard deviation was calculated using the mean' values of each event times. The f cumulative distribution of the events generally has an "S" thape representirl the magnitude of the public response in mobilizing for an evacuation. These distributions form the basis for determining the vehicle loading rates.

The distribution curves used for this analysis are presented on Figure 3-1.

The nighttime curves are derived by combining two events: receiving warning and evacuating home. The daytime curves are derived by. adding the receive warning, leave work, travel home, and evacuate home time distributions. The adverse weather conditions were determined by nearly aoubling the average time to travel from work to home.

These public response curves are used to determine the rates and times for vehicle loading. They provide information on the percent-of people leaving work. 'other transient facilities, or their homes within specific periods of time. The vehicles are loaded on to the network using the percentage and times outlined in the public response curves. ,

3.2.3 ASSUMPTIONS USED IN DEVELOPING THE EVACUATION TIME ESTIMATES A number of assumptions were used in this evacuation time estimate analysis.

I Those assumptions pertaining to the behavior of the public, availability of

-transportation resources, implementation of emergency response plans, and the nature of the evacuation road network include:

The prompt notification system, which utilizes sirens, will be used and the Maryland Radiological Emergency Plan will be implemented to notify the public of an emergency.

The average time for public notification of the EPZ population is 7 1/2 minutes. One hundred percent notification is achieved within 15 minutes.

3-5

_ = _ _ _ _ _

I,> CCNPP EPZ ETE Rev. 2, 12/89 !

l Everyone within the EPZ instructed to evacuate will leave. No one outside the EPZ will evacuate. When inner evacuation areas (e.g., AB) are the only areas evacuated, it is assumed people in the outer evacuation aru; (e.g., C and/or D) will not evacuate. j i '

Private automobiles will be the primary mode of evact,ation. I l

Non-car owning households will receive rides from neighbors. Data indicate there are a sufficient number of vehicles distributed throughout the EPZ to support this assumption. However, it should be noted, local emergency planning officials have plans and procedures l

j to provide buses for people without any means of transportation.

l Traffic rules and controls will be obeyed. l Except for Route 4 from Solomons via the Gov. Thompson Bridge to l Route 235 in St. Marys County, where both travel lanes would be employed, only proper travel lanes will be used (not shoulders or '

l' opposite flow lanes).

I Only major roads will be esed for primary evacuation routes. t

. Primary evacuation routes will be open.

All traffic control points designated in the Maryland Radiological r

.i Emergency Plan, Appendix Q-1, will be manned by police, o

All traffic lights will be manually overridden by the police. (There are ten traffic lights within the EPZ).

Traffic control personnel will prevent vehicles from traveling in the

{

wrong direction or back into evacuated areas of the EPZ.

I 3-6 I

l CCNPP EPZ ETE Rev. 2, 12/89 During adverse weather, highway capacities are reduced to 70 percent of normal weather capacity. This is a conservative assumption since ,

l previous studies have shown that rain reduces freeway capacity to 81 to 86 percent9 .

i According to the Naval Air Station Commander, Patuxent Naval Air Test Center will not be evacuated, but the Navy Recreation Center in j I Calvert County may be evacuated. l

The United States Coast Guard and the Maryland Marine Police will notify all watercraft in and around the affected waterways of an 1 l emergency and of the necessary evacuation procedures.

3.3 SPECIAL FACILITY EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS In accordance with NUREG-0654 separate evacuation time estimates are required for special facilities including schools, hospitals, nursing homes, prisons, !

or other facilities requiring special transportation considerations during an evacuation.

l As such, evacuation time estimates were developed for those special facilities identified as potentially requiring transportation assistance. For the CCNPP i

I EPZ, this includes only schools, since there are no hospitals, nursing homes, prisons, or other special facilities within the study area. As transportation dependent facilities, it is assumed that the schools are to be evacuated by I bus. School populations and associated transportation resources are presented in Section 4.

The evacuation time estimates considered mobilization time for assembling the buses, time for loading the students on the buses, and a calculated travel time out of the EPZ. The mobilization times were obtained through interviews with local officials. These time estimates ranged from 20 to 60 minutes under normal weather conditions. The travel times out of the EPZ were determined using approximate vehicle speeds and distances along designated evacuation routes. The total estimated evacuation times are presented in Table 6-3.

3-7

e 3 CCNPP EPZ ETE L

3 Rev. 2, 12/89 The specific assumptions used to determine the school evacuation times are:

l

Mobilization time for school buses is conservatively estimated to be 60 minutes for normal weather and 90 minutes for adverse weather conditions.

The maximum speed of a school bus is 45 mph for normal weather and 30 mph for adverse weather conditions.

The 60 minute mobilization time was selected because it represents the most conservative estimate obtained. Most schools will have shorter mobilization times. The 90 minute adverse weather mobilization time was selected to reflect an increase in the travel time associated with driving the buses to the school.

3.4 SPECIAL EVENT EVACUATION TIME ESTIMATE METHODOLOGY AND ASSUMPTIONS The identification of special events is generally associated with short-term l activities where a significant increase in the transient population may be found. In performing the population assessment for the CCNPP EPZ, the only significant influxes of transient population were those associated with the seasonal visitors to the Navy Recreation Center and Solomons in Calvert County. Because of the regular and expected nature of this population I increase, these population groups were included, as appropriate, in the general summer daytime and nighttime evacuation scenarios.

Two scenarios which were selected for special event sensitivity analysis were I

l- daytime simulations involving: 1) The use of only one southbound travei lane on the Governor Thompson Bridge (Rt. 4), and 2) An evacuation assuming the complete closure of the bridge. The results of these special event analyses are presented in Section 6.3.

3-8 3

i CCNPP EPZ ETE I Rev. 2, 12/89 TABLE 3-1 PUBLIC RESPONSE TIME ESTIMATES l I i i

I Average Time (Range of Time)

I for Event (MinutesM1) ,

Calvert St. Marys Dorchester I

Event County County County lt Receive Warning (2) 7.5 7.5 7.5 :

(0-15) (0-15) (0-15)

Leave Work 10 10 10 (0-20) (0-20) (0-20) l Travel Home II Normal Heather 15 (0-30) 15 (0-30) 20 (0-40) 3 Adverse Heather 27.5 27.5 35 [

'3 (0-55) (0-55) (0-70) l L

Evacuate Home 30 30 22.5 l

(0-60) (0-60) (0-45) l !

Notes:

l~

(1) Public response time estimates are consistent with those assumed in the 1981 Rev. 1 CCNPP EPZ ETE report.

LI (2) The tirte required to receive warning reflects the provisions for prompt g notification within the CCNPP EPZ consistent with the guidance of NUREG-0654. t I :

3-9 I

I .

-- ----r.*

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POPULATION AND VEHICLE DEMAND 4.1 POPULATION IN THE EMERGENCY PLANNING ZONE There are approximately 34,350 permanent residents in the CCNPP EPZ. !

Dorchester County accounts for about 300 residents. Calvert and St. Marys Counties account for about 15,450 and 18,500 permanent residents, I respectively. This demographic data was derived froin 1980 census data and subsequent information provided in 1989 by county planners, county emergency l

i management agency officials, and local employers for use in developing this updated evacuation time estimate analysis.

'I The following sections and the accompanying tables present descriptions of the >

specific population scenarios along with an identification of special and transient facility populations. Population and vehicle demand summaries are

! presented by Emergency Action Sub-Area in Table 4-1. Table 4-2 and Figure 4-1 E

,3 provide population and location information on schools in the CCNPP EPZ.

Tables 4-3 through 4-6 and Figures 4-3 and 4-4 present transient facility populations and locations. Appendix B of this report presents detailed EPZ demographic and vehicle demand data by compass sector and distance.

( 4.2 HINTER POPULATION The winter season is considered to be the off-season, or non-tourist months, ,

when schools are in session. For this analysis, this season extends from early September until late May. ,

4.2.1 Winter Daytime The winter daytime population includes the permanent resident, schools, major g employers, and appropriate transient facility populations. Population and- i vehicle data representing the permanent EPZ resident population are shown on Figures B-1 and B-2. The additional daytime special/ transient facility i populations and associated vehicle demands are shown on Figures B-3 and B-4.

The sum of the permanent resident and daytime special/ transient facility populations and vehicles represents the total winter daytime population and vehicle demand.

4-1

CCNPP EPZ ETE

-. Rev. 2, 12/89

+

4.2.2 Winter Nighttime 5

Minter nighttime population includes: permanent resident, nighttime employee, p and appropriate transient facility populations. The estimates of nighttime employee and transient facility populations and corresponding vehicle demands

- which were added to the permanent resident population are shown on Figures B-5 and B-6, 4.3 SUMMER POPULATION I

The summer season is considered to extend from Memorial Day weekend through Labor Day weekend. During this time schools are out of session and there is an influx of summer visitors to the area.

I 4.3.1 Summer Daytime Summer daytime population is comprised of the permanent resident, additional seasonal resident, appropriate special facility, and transient populations including summer visitors and participants in regularly scheduled summer l

programs. Figures B-7 and B-8 show the incremental special and transient facility population and vehicle data. The addition of the summer day increment to'the permanent resident population adjusted for seasonal residents results in the total summer daytime population and vehicle demand.

4.3.2 Summer Nighttime The summer nighttime population is comprised of permanent resident, seasonal l residents, nighttime employee and appropriate transient facility populations.

Estimates of summer nighttime employee and transient facility populations and corresponding vehicle demands are as shown on Figures B-9 and B-10.

l 4-2

)

l CCNPP EPZ ETE Rev. 2. 12/89 j 4.4 SPECIAL FACILITIES There are no hospitals, prisons, or nursing homes within the EPZ. Therefore, in this evacuability analysis, the only special facilities considered were ;

. schools. These special facilities are identified in Table 4-2 and located on l Figure 4-1. j 4.5 SPECIAL EVENTS -

I The evacuation time estimates for the special events analyses, as defined in Section 3.4 involve only changes affecting the use of evacuation road !

network. Results of the special event analyses are discussed in Section 6.3.

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I 4-3 I

' W E -~' W W l. .I U CCNPP EPZ ETE-Rev. 2, 12/89-TABLE 4-1 POPULATION AND VEHICLE DEMAND 8Y EMERGENCY ACTION SUB-AREA Emergency Winter Winter Winter Winter Sasume. Samuser Samuner Sussier Action Nighttime Nighttime Daytime Daytime Nighttime Nighttime Daytime Daytime Sub-Area Population Vehi_gl.gg Poov1ation Vehicles Pooulation Vehicles Pooulation Vehicles A 371 125 371 125 371 125 576 185 8 137 46 740 113 137 46 137 46 C 3709 1249 3709 1249 3741 1265' 3815 1290 D 3760 1360 4551 1467 3935 1389 4483 1600 E 4098 1380 4927 1539 4098 1380 4198 1413 20330 8827 F 18569 7434 21905 8872 18940 7582 G 4081 1449 4307 1566 5699 2100 6144 2282 H 316 .. 153 _ 316 _ _ 153 .... 506 247 506 247 EPZ 35,041 13.1 % 40,826 15.084 37,427 14,134 40,189 15,890 .l Total 4-4

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CCNPP EPZ ETE-Rev. 2, 12/89

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TABLE 4-2 {

SPECIAL FACILITIES - SCHOOLS g WITHIN THE EMERGEMCY PLANNING ZONE .

Transportation Facility Compass Direction / Student Total Resources Nuwi>er(1) Name of Facility County Sub-Area Distance (Miles) Enrollment itaff Ppoulation (Cars / Buses) 1 Southern Middle School Calvert 8 SSW/1-2 554 49 603 49/16 2 Appeal Elevntary School Calvert D S/4-5 708 60 768 60/11 Mutual Elementary School Calvert E WNW/6-7 685 56 741 56/12 3

4 Our Lady Star of the Sea School Calvert G S/7-8 113 13 126 13/2 5 Community College Calvert E NW/6-7 80 8 88 80/-

Town Creek Elementary School St. Marys F SSW/9-10 379 27 406 27/8 6

7 Esperanza Middle School St. Marys F SSW/10-11 662 66 728 66/14 8 Green Holly Special St. Marys F SSW/10-11 92 47 139 47/8 Education Center St. Johns Elementary School St. Marys F SW/9-10 185 14 199 14/4 9

Hollywood E1ementary School St. Marys F SW/9-10 265 21 286 21/6 10 Hollywood Development Center St. Marys F SW/9-10 41 15 56 15/10 11 12 Green Holly Elementary School St. Marys F SSW/10-11 353 31 384 31/7 Ngig:

(1) See Figure 4-1 for f acility location.

4-5

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M M M M M ~W CCNPP EPZ ETE Rev. 2, 12/89 TABLE 4-3 TRANSIENT P0r*JLATION FACILITIES - 7900R EMPLOYERS WITHIN THE EMERGENCY PLANNIE ZONE Transportation Facility Compass Direction / Daytime Nighttime Resources Number (I) Name of Facility County Sub-Area Distance (Miles) Population Population (Cars-Dav/Nicht)

Calvert D SSE/3-4 73 50 73/50 El Columbia Gas LNG S/8-9 100 - 100/0 E2 Chesapeake Biological Laboratory Calvert G E3 St. Marys Industrial Park St. Marys F SW/10-11 -

- PRB Associates 106 -

- Mechanical Products, Inc.

70 - 70/ -

(Minitec) 26 - 26/ -

- J.J. Mailing Ir.c.

70 - 70/ -

- St. Marys Press E4 Wildewood Technology Park St. Marys F SSW/10-11 -

551 10 551/10

- Tracor

- GE Government Services 50 - 50/-

- Congressional Information 50 - 50/-

Service 45 - 45/-

- Computer Data Systems, Inc.

St. Marys F SSW/10-11 200 - 200/-

E5 Wildewood Mall I nee:

(1) See Figure 4-2 for facility location.

4-6

CCNPP EPZ ETE"

'Rev. 2, 12/89 TABLE 4-4 TRANSIENT POPULATION FACILITIES - DVERNIGHT ACC0mDDATIONS: MOTELS AND CAMPGROUNDS WIT 841N THE EMERGENCY PLANNING ZONE Transportation '

Facility Compass Direction / Resources Numberfl) Name of Facility County Sub-Area Distance (Miles) Population (Cars)

OA-1 Calvert Cliffs State Park Calvert D SE/2-3 175 29 Youth Group Campground OA-2 The Cliffs Motel Calvert C W/4-5 32 16 OA-3 Navy Recreation Center Calvert G $5W/6-7 880 352 ;

0A-4 Island Manor Motel Calvert G S/7-8 20 10 OA-5 Locust Inn Calvert G S/7-8 18 9 OA-6 Holiday Inn Calvert G SU-8 340 170 OA-7 Comfort Inn Calvert G S U-8 120 60 OA-8 Taylors Island Family Dorchester H ENE/6-7 124 60 Campground

! Loin:

(1) See Figure 4-3 for f acility location.

4-7

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CCNPP EPZ ETE Rev. 2, 12/89 TABLE 4-5 TRANSIENT POPULATION FACILITIES - f%30R RECREATION AREAS AND ATTRACTIONS WITHIN THE EMERGENCY PLANNING ZONE Transportation Compass Direction / Resources Facility Name of Facility CCynty Sub-Area Distance (Miles) Poculation (Cars)

Number (l)

Calvert A NW/1-2 175 50 R1 Flag Ponds Nature Park R2 Calvert Cliffs State Park Calvert D S/2-3 217 108 Day Use Area & Parking Beach SE/2-3 108 -

Calvert D SSE/3-4 200 80 R3 Cove Point Recreation Park SU-8 378 126 R4 Calvert County Marine Museum Calvert G S n-8 378 126 R5 Battle Creek Cypress Swamp Calvert E Nature Area ?, Visitor Center

. 9fote:

(1) See Figure 4-3 for facility location.

4-8

COsPP EPZ ETE Rev. 2, 12/89 TABLE 4-6

~

~ TRANSIENT POPULATION FACILITIES - MARINAS WITHIN THE EMERGENCY PLAleIING ZDNE Transportation Compass Direction / Researces Facility Name of Facility County Sub-Area Distance (Miles) No. of Slies Population (Cars)

Number (1)

S/6-7 130 39 13 M1 Chesapeake Ranch Marina #1 Calvert G S/6-7 5 2 1 M2 W. Fletcher Johnson Calvert G Calvert G S/6-7 10 3 1 M3 Chesapeake Ranch Marina #2 SR-8 236 72 24 M4 Spring Cove Marina Calvert G S/7-8 104 30 10 MS Town Center Marina Calvert G Sn-8 20 6 2 M6 Woodburn Calvert G

$/7-8 100 30 10 M7 Harbor Island Calvert G S/7-8 100 30 10 MS Langley Point Calvert G S/7-8 187 57 19 M9 Comfort Inn Marina Calvert G Sn-8 270 ST 27 M10 Zahnizer's Calvert G Sn-8 6 2 1 M11 Calvert County Marine Museum Calvert G

$n-8 6 2 1 M12 Bunky's Calvert G S n-8 44 15 5 M13 Solomons Yacht Club Calvert G S n-8 350 105 35 M14 Calvert Marina Calvert G Calvert G Sn-8 10 3 1 MIS Oberry WSW/2-3 100 30 10 M16 White Sands Calvert A 4-9

W W W LM -W. W W W. W W W 1: W'W W W W CCNPP EPZ ETE -

Rev. 2, 12/89 TABLE 4-6 (Continued)

TRANSIENT POPULATION FACILITIES - MARINAS WITHIN THE EMERGENCY PLANNING 20NE Transportation Facility Cogass Direction / . Resources Number (l) Name of Facility County Sub-Area Distance (Miles) No. of Slips Population (Cars)

M17 Elliot's Calvert C WSW/5 25 8 3 M18 Bernie's Calvert C WSW/6-7 15 5 2 M19 Flag Harbor Calvert C NW/2-3 203 61 21 M20 (Intentionally lef t Blank) - - - - - -

M21 Blackstone St. Marys F SSW/7-8 60 18 6 M22 Mill Cove Harbor St. Marys F SSW/7-8 20 6 2 f*23 Town Creek St. Marys F SSW/8-9 40 12 4 M24 (Intentionally Left Blank) - - - - - -

M25 Schofield St. Marys F SSW/8-9 18 6 2 M26 Seven Gables St. Marys F SSW/8-9 30 9 3 M27 Bandles St. Marys F SSW/8-9 26 9 3 M28 Weeks Marine Railway St. Marys F SW/7-8 40 12 4 M29 Cape St. Mary's St. Marys F W/9-10 66 21 7 N t2:

JL (1) See Figure 4-3 for facility location.

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E CCNPP EPZ ETE 3 Rev. 2, 12/89 SECTION 5 TRANSPORTATION NETWORK DESCRIPTION I

5.1 ROAD NETWORK DEFINITION To perform the evacuation simulation, the evacuation road network for the Calvert Cliffs EPZ was defined. The method for defining the network was to identify the major roads and collector streets and the important intersections l on those roads. The evacuation road network was then represented as a set of nodes (intersections) connected by a series of links (road segments). These

. links and nodes are assigned identifying numbers for use in the IDYNEV Model.

The roads and intersections used for the evacuation time estimate study are I presented on Figure 5-1 and in Appendix C, which identifies the intersections represented by the nodes.

l 5.2 PRIMARY EVACUATION ROUTES The primary evacuation routes for the Calvert Cliffs EPZ are:

Northbound from the CCNPP in.Calvert County 1

Route 2/4 North from the CCNPP entrance towards Prince Frederick Route 231 West from Prince Frederick towards Benedict Route 2/4 South from the CCNPP entrance to Solomons Island I 5-1 lI LI

I CCNPP EPZ ETE Rev. 2, 12/89 l Southbound from the CCNPP in Calvert and St. Marys Counties Route 4 South from Solomon Island to Route 235 i

Route 235 North from Route 4 (California) towards Oakville Route 235 South from Route 4 (California) towards Lexington Park :

I.

St. Andrews Church Road South from Route 235 towards Leonardtown ,

Chancellors Run Road South from Route 235 towards Great Mills Road (Route 246)

Hollywood Road (Route 245) South from Route 235 towards Leonardtown Eastbound from the CCNPP in Dorchester County ,

Taylors Island Road (Route 16) East from Taylors Island towards Madison i

Hooper Island Road (Route 335) East from Swan Harbor towards Golden Hill :

5.3 ROADHAY CAPACITIES, CLASSIFICATION, AND VEHICLE ROUTING The capacity of each of the links and nodes included in the evacuation road i network was calculated by the IDYNEV Model using field data, such as length-and number of travel lanes. These roadways were also classified by type of l road and the surrounding land use development. The majority of the roads in l the EPZ are rural undivided highways, with a few rural divided highways notibly Routes 2/4 and 235. In addition, the land use in the EPZ was considered to be residential. Although this is not a precise description of land use in the EPZ, which is more accurately described as agricultural, it is the most accurate category available in the Highway Capacity Manual's classification system.

5-2

CCNPP EPZ ETE r Rev. 2, 12/89 L

~

The routing of vehicles over the network was defined using preference factors for each link. Preference factors are similar to fixed turning movements since they control turning percentages at intersections. It should be noted, however, that they are not fixed and can change depending on the speed on the I downstream link. These variable turning percentages are felt to model real situations because less traffic would turn onto a congested and slow moving I link than a free flowing link. The preference factors were assigned to the links to create traffic flows away from the CCNPP following the primary evacuation routes.

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I CCNPP EPZ ETE Rev. 2, 12/89 SECTION 6 EVACUATION TIME ESTIMATES l~

I 6.1 GENERAL POPULATION EVACUATION TIME ESTIMATES Evacuation time estimates for the general, auto-owning public were performed I using the IDYNEV model to evaluate each of the 64 evacuation scenarios l

i discussed in Section 3. The results of these IDYNEV runs are presented in I Tables 6-1 and 6-2.

l The model output indicates that in most instances the results for the winter and summer time periods were identical. Under normal weather conditions, evacuation of the full EPZ was estimated to be 120 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months ) for both the winter and summer nighttime and 160 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes) for the winter and summer daytime scenarios. The evacuation time estimates under I adverse weather conditions, for both the winter and summer scenarios, were 130-minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes) at night and 190 minutes (3 hours3.472222e-5 days 8.333333e-4 hours 4.960317e-6 weeks 1.1415e-6 months 10 minutes) during the day for the full EPZ.

l The 0-5 mile evacuation areas were estimated to take slightly less time to evacuate due primarily to lower population and vehicle demand. The evacuation time estimates for both winter and summer scenarios range from 100 (1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 40 minutes) for a nighttime evacuation to 140 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 20 minutes) for a daytime evacuation under normal weather conditions. Under adverse weather I conditions, evacuation time estimates for .the 0-5 mile evacuation areas are about 110 minutes (1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 50 minutes) for nighttime and about 160 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes) for daytime in both the winter and summer scenarios.

The 0-2 mile evacuation area evacuation time estimates are 80 minutes (1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months g 20 minutes) for nighttime to 130 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 10 minutes) for daytime in normal weather for both winter and summer scenarios. The adverse weather evacuation time estimates are 90 minutes (1 hour1.157407e-5 days 2.777778e-4 hours 1.653439e-6 weeks 3.805e-7 months 30 minutes) for nighttime and 150 minutes (2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 30 minutes) for daytime for both winter and summer I scenarios.

I 6-1 I

i I CCNPP EPZ ETE Rev. 2, 12/89 i

l 1

These results indicate that the 0-2 alle evacuation area time estimate is constrained entirely by the notification and mobilization process (as l discussed in Section 3.2.2) for both normal and adverse weather conditions.

For the 0-2 mile scenarios the evacuation time was observed to be equivalent J

)

to the total mobilization time plus the driving time out of the evacuation I area under normal and adverse weather conditions.

Evacuation tise estimates for the 0-5 mile evacuation areas were similar in nature to-those for the 0-2 mile area. The evacuation time is primarily a i function of the notification / mobilization process. The time is also i constrained by temporal delays due to heavy vehicle loading on the primary evacuation links.

The 0-10 mile evacuation area time estimates are slightly more constrained due

' to vehicle loading from throughout the EPZ and the temporal traffic congestion encountered along the primary evacuation routes.

l 6.2 SPECIAL FACILITY EVACUATION TIME ESTIMATES I

The evacuation time estimates for special facilities are shown in Table 6-3.

l As Table 6-3 indicates, the evacuation times range from about 70 to 80 minutes for normal weather conditions and from about 100 to 120 minutes for adverse weather conditions. The primary component of these time estimates is the mobilization time, which is assumed to be 60 minutes for normal weather and 90 l

minutes for adverse weather. Thisindicatesthatthemajorconstraintin evacuating special facilities is the time to assemble the buses and not the travel time out of the EPZ.

l 6.3 SPECIAL EVENT TIME ESTIMATES ;

l Evacuation time estimates for the special event scenarios discussed in Section 3.4 were prepared for two alternative evacuation network conditions.

l l Both special event scenarios were based on winter day normal weather case ,

- conditions, j 6-2 I

. . . - . - ~ - _ - .

7

.y' CCNPP~EPZ ETE' Rev. 2, 12/89 LResultsifor the' first special event, which entailed the use of'only one

-southbound lane on the Governor Thompson Bridge (Rt.4), provided an estimated, j evacuation time of 160 minutes. This estimate is identical to the' time- )

estimate developed for the full EPZ normal weather evacuation time presented in: Table 6-l'. As such, while the model results indicated added traffic congestion in the vicinity of Solomons as would be expected, the predominant conclusion of the analysis is that the traffic congestion is merely displaced 7 from_ the' intersection of Rts. 4 and 235.in St. Marys County and that the flow I of traffic along Rt.'4 does not present the limiting factor in determining the-

-overall evacuation time estimate.

In the second special event analysis, it was assumed that the Governor f Thompson Br'dge was unavailable for use during the simulated evacuation. The ,

L results of this analysis indicated that for a full EPZ normal weather daytime I scenario, the expected evacuation time would be 190 r.in9tes. Compared with the normal evacuation times presented in Table 6-1, this represents an

.g. increased evacuation time of 30 minutes, which in part would be expected due

~B to the additional travel distance and corresponding time introduced in the model for vehicles. leaving the Solomons area enroute to the EPZ boundary north ;

of Prince Frederick. In accordance with the findings of this analysis, however, this special event evacuation time could be further reduced if travel

'g from areas south of the CCNPP were permitted only on Rt. 2/4 northbound

through Prince Frederick.

6.4 EVACUATION CONFIRMATION TIME ESTIMATES 1

An evacuation confirmation time estimate is the time required to provide [

patrols through the evacuated' areas to observe that all residents desiring to

' evacuate have left the area. State Police and County Sheriff patrols wl"-

drive through the area to visually ensure that there are no evacuees with disabled vehicles or other residents left behind without means of transportation, t

Confirmation times were estimated by the county emergency management agency officials as a result of discussion with county law enforcement personnel.

.g-af The estimates are based upon the number of vehicles available at the time and the total number of miles to be driven in each evacuation area. Evacuation

'4 confirmation time estimates for each Emergency Action Sub-Area are presented in Table 6-4.

6-3

p '

CCNPP EPZ ETE

. Rev. 2, 12/89 TABLE 6-1

. EVACUATION TIME ESTINATES NORMAL HEATHER l

i~

is .

'I

m- Emergency Hinter Summer-l- .-Evacuation Action . .

M High.t M Hight Area Sub-Area (s)(2) (min)(2) (min)(2) 0-2 miles AB 130 80 130 80 l

360' 0-5 miles AB, C, D 140 100 140 100 <

360*

'0-5 miles AB,.C 140 100 140 100

' North

{'- 0-5 miles South' AB, D 140 100 140 100

'0-10 miles AB, C, D, E, 160 120 160 120 360* F,G,H I- 0-10 miles North AB, C, D, E - 160 120 150 120 10' miles AB, C, D,-F, G- 150 120 160- 120 South 0-10' miles H 130 70 130 70 East I'-

i? NDIES:

(1) See. Figure 2-2 for identification of Emergency Action Sub-Area location.

(2) Times are rounded to the nearest 10 minutes.

6-4 I.

E

4 CCNPP EPZ ETE g Rev 2, 12/89-C TABLE 6-2 n

EVACUATION TIHE ESTIMATES-ADVERSE HEATHER I Emergency Winter Summer Evacuation Action M Hight Day Hight I Area Sub-Areas (1) (min)(2) (min)(2) 0-2 miles AB. 150 90 150 90 360*

0-5 miles - AB, C, D 160 110 160 110 360' 0-5 miles AB, C 160 110 160 110 North 0-5 miles AB, D 160 110 160 -110 South 0-10 miles AB, C, D, E. 190 130 -190 130 360* F, G, H 0-10 miles AB, C, D, E 190 130 190 130 North I 0-10: miles South AB, C, D, F, G - 180 130 180 130 0-10 miles H 160 80 160 80 East E01ES:

(1)- See Figure 2-2 for identification of Emergency Action Sub-Area location.

(2) Times are rounded to the nearest 10 minutes.

6-5

I TABLE 6-3 CCNPP EPZ ETE Rev. 2, 12/89 i

SPECIAL FACILITY 4

I EVACUATION TIME ESTIMATES Compass Direction /- Normal Adverse I . School (1) County Distance (miles) Students Heather (min)(2)

Heather (min)(2)

.l I Southern Middle

' School Calvert SSH/

1-2 554 80 120 '

Appeal Elementary Calvert S/ 708 70 110 School 4-5 Mutual Elementary Calvert HNN/ 685 70 110 6-7 Our Lady Star of Calvert S/ 113 70 110 the Sea School 7-8 i

Community College Calvert NH/ 80 70 100 6-7 I

4 Town Creek St. Marys SSH/ 379 70 100 Elementary 9-10 School Esperanza Middle St. Marys SSH/ 662- 70 100 School- 10-11 Green Holly St. Marys SSH/ 92 70 100 ,

Special Education 10-11 -(

Center--

l St. Johns- St. Marys SH/ 185 70 100 i ' E -- Elementary 9-10 4

[ School >

Hollywood St. Marys SH/ 265 70 100 Elementary 9-10 School -

-Hollywood St. Marys SH/ 41 70 100 Development 9-10 Center

~ Green Hol') St. Marys SSH/10-11 353 70 100 Elementary

. . School

!LQlE_S:

f.

(1) See Table 4-2 and Figure 4-1 for facility location.

(2) Times are rounded to the nearest 10 minutes; evacuation times only slightly greater than the mobilization time were rounded up to the next 10 minutes.

6-6

CCNPP EPZ ETE-

-:_ , Rev. 2.-12/89 L:

TABLE 6-4 d,"

m- EVACUATION CONFIRMATION TIME ESTIMATES BY EMERGENCY ACTION SUB-AREA 4:

^

Emergency Action Evacuation Confirmation Time Estimate-(2)

Sub-Area (1) (minutes) 11 A- 30 I, B 30 C. 60 0 45 E 90 T- 180-240 G 80 H 30 l'

R01ES:

L (1) : See Figure 2-2 for Emergency Action Sub-Area location..

I '(2) Evacuation confirmation times were provided by county emergency management agency. officials.

6-7 I

CCNPP EPZ ETE t Rev. 2, 12/89 m

SECTION 7 CONCLUSIONS AND RECOMMENDATIONS

[

7.1- CONCLUSIONS

- Based on the evacuation time estimate analysis using the IDYNEV model, it is concluded that the entire population (including the general public and special I facilities) in the.CCNPP EPZ can be evacuated in a timeframe reflecting the time associated with general population mobilization plus the driving time out of the designated evacuation area. The longest full EPZ evacuation time estimate for normal weather is 2 hours2.314815e-5 days 5.555556e-4 hours 3.306878e-6 weeks 7.61e-7 months 40 minutes for either the winter or-l summer daytime scenario. For adverse weather, the full EPZ evacuation time estimate for both the winter and the summer daytime scenario is 3 hours3.472222e-5 days 8.333333e-4 hours 4.960317e-6 weeks 1.1415e-6 months 10 minutes. The results and recommendations of this evacuation time estimate analysis have been reviewed by and concurred with by emergency management officials from Calvert, St. Marys, and Dorchester Counties.

In identifying a number of locations of anticipated traffic congestion along several of the primary evacuation routes, it was determined that delays would be temporary and that final evacuation times were primarily a factor of the modeled vehicle loading. Furthermore in an attempt to maintain a sense of realism in the modeling effort certain measures to optimize the flow of traffic in minimizing the end evacuation time were ignored. Thus, it appears the CCNPP EPZ evacuation road network has sufficient capacity to support an evacuation during which motorists could encounter only moderate temporary I delays.

The major constraints for the winter and summer daytime scenarios is the temporary traffic congestion encountered along Rt. 4 in the vicinity of Rt.

235 in and along Rt. 235 in the vicinity of Sotterley Gate Road in St. Marys County as shown in Figure 7-1. While other routes in the evacuation network experience only light to moderate traffic flows and clear relatively quickly, the availability of more circuitous evacuation routes as would be available along Ball or Sixes Road in Calvert County were found to result in greater than optimum minimal evacuation times.

7-1

CCNPP EPZ ETE Rev. 2, 12/89 1

j These results indicate that the primary evacuation routes, vehicle routing, and traffic control points are adequate for most evacuation scenarios and do not require substantial changes. In accordance with the general assumptions-regarding traffic control employed in this analysis, however, several I additional traffic control points are identified. Also, should the need arise, several traffic management strategies which would slightly reduce the

final evacuation times are presented.

7.2 RECOMMENDATIONS

( =

Given-the generally adequate nature of the CCNPP EPZ evacuation road network, the following recommendations are limited to-1) suggestions for providing a.

f number of additional traffic control points and 2) consideration for optimizing the flow of traffic in minimizing final EPZ evacuation times.

Recommendations regarding the provision of additional traffic control points as shown in Figure 7-1 were based on several observations. First, as a result of the road network validation survey conducted at the outset of this' study, several signalized instructions without existing emergency traffic-control designation were identified. Given the study assumption that all-signalized intersections will be " manually overriden " as presented-in Section 4.2.3, consideration for designation of 5 additional traffic control points is suggested. The following locations in Calvert County and St. Marys County are included in_this category:

Calvert Countv

- Rt. 2/4 and Dares Beach Road

- Rt. 2/4 and Stoakley Road St. Marys County

- Rt. 235 and entrance to Concrete Co.

- Rt. 235 and Clarks Mill Road

- Rt. 235 and Chancellors Run Road Given the predominant flow of traffic away from the center of the CCNPP EPZ at these locations, provision for unimpeded traffic flow is recommended to

] facilitate an orderly evacuation.

7-2

-i' q

CCNPP EPZ ETE I

( Rev. 2, 12/89 Second, based on the results of the traffic simulation model, two additional

[. -locations were identified as being important in providing for an orderly flow of traffic away from the EPZ. Although located beyond the EPZ boundary, provision of traffic control at the intersections of Rt. 231 (Hallowing Point Rd.) and Sixes Road in Calvert County and Rt. 245 (Old Hollywood Rd.) and Clover Hill Road in-St. Marys County _would serve to facilitate the safe and 3 orderly flow of traffic toward reception communities.

In considering provisions to optimize the flow of traffic during an evacuation to minimize the simulated evacuation time, the following observation is presented. In an attempt to maintain a sense of realism in assigning traffic flow movements, it was observed that the limiting factor in !

l determining the final evacuation times for Calvert and St. Marys Counties was the additional time required for vehicles to travel over less direct routes I out the EPZ.-

For Calvert County this entails the assumption that some vehicles would travel i from Rt. 2/4 across Ball and/or Sixes Roads to Hollowing Point Road before I leaving the evacuation road network. Travel along these more circuitous i routes resulted in a slightly longer time estimate than that which would be j generated'by use of Rt. 2/4 which provides a more direct and faster exit from l the EPZ. Similarly, provision for vehicle flow from Rt. 4 north and west i

along Rt. 235-in St. Marys Country resulted in a slightly longer evacuation I time than that which would be predicted, if near the end of the model simulation, all traffic were routed directly south and west along Route 4 I (Andrews Church Rd.).

l The IDYNEV computer model was used to simulate these optimum traffic flow measures. With all other factors remaining unchanged, the results showed that the daytime full EPZ normal weather scenario evacuation time would be reduced by approximately 10 minutes. Reductions of a similar magnitude could also be expected for full EPZ adverse weather and nighttime evacuation scenarios.

7-3

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REFERENCES

1. Criteria for Preparation and Evaluation of Radiological Emergency

_ Response Plans and Preparedness in Support of. Nuclear Power Plants, NUREG 0654/ FEMA-REP-1, Rev.-1 Appendix 4 U.S. Nuclear Regulatory Commission and Federal' Emergency Management Agency, November 1980.

2 ._ Maryland Emergency Operations Plan, Appendix 1 to Annex Q, Radiological Emergency Plan, Calvert Cliffs Nuclear Power Plant, March 1988.

3. Demographic Profile of the Plume Exposure Pathway Emergency Planning Zone ;

for the Calvert Cliffs Nuclear Power Plant, April 1981.

I 4. Calvert County Community Planning Districts, Preliminary Growth 1

j Projections, May 1989.

5. Letter of May 4, 1989 to Mr. C. L. Rayburn of Baltimore Gas & Electric I Company from Ms. Laura Clarke, Planner, St. Marys County.

6. Dorchester County - Maryland Population Report-Estimates for July 1, 1986-and Projection to 1991 - Maryland Center for Health Statistics, Maryland Department of Health and Mental Hygiene, May 1988.

7. Calvert Cliffs Nuclear Power Plant, Units 1 and 2 Preliminary Safety _

Analysis Report, Amendment II (Includes Final Safety Analysis Report, Vol. 2) Baltimore Gas and Electric Company, January 4,1971. '

.I;

8. 1985 Highway Capacity Manual, Highway Research Board, Highway Research ~}

Board of the Division of Engineering and Industrial Research, National

'~

Academy of Sciences _- National Research Council, Hashington, DC, _1985. .,

I g 9. Jones, E. Roy, et al. The Environmental Influence of Rain on Freeway Capacity. Highway Research Record Number 321, 1970, pps. 74-82.

10. Based on Record of Conversation between C. L. Rayburn of Baltimore Gas &

I Electric Company and J. Brown of Impell Corporation. This reduced persons per household factor of 2.50 and represents a conservative adjustment from the 3.05 factor which was employed in the previous study. l l

R-1

CCNPP EPZ ETE Rev. 2,.12/89-n k-r

? APPENDIX A DESCRIPTION OF IEMIS COMPUTER MODEL I

o i

I I

I' I

5 Pages Follow 4

l A

APPEND 11 A Description of IEMIS Computer Model The Integrated Emergency Management Information System (IEMIS) is a

, computer system for helping civil authorities at all levels of government with emergency planning, exercises, and response.

L' IEMIS combines state of the art communications, computer simulations, and 1 color graphics to support decision making in emergency management. IEMIS integrates conventional emergency response resources with new capabilities

_ for' use by single _ users or coordinated groups. The Federal Emergency Management Agency (FEMA) created IEMIS as a component of a comprehensive National Emergency Management System (NEMS).

EXERCISE EVALUATION AND SIMU1ATION FACILITY (EESF)

The Exercise Evaluation and Simulation Facility (EESF), us developed to simulate evacuations for emergency planning purposes. I. provides a capability for evaluating radiological emergency plans, exercises, and preparedness around nuclear power plants.

=--

The EESF is an integrated collection of computer based tools that simulate and report events related to an evacuation of populations. EESF combines computer modeling capabilities with map information and interactive color graphics displays. The se: capabilities work together to provide tailored.

results which can be designed around the 'various scenarios discussed in NUREC 0654 FEMA REP 1. Rev.1, Appendix 4 EVACUATION MODEL (I DYNEV)

. The. evacuation model is called I DYNEV (Interactive' Dynamic Network l

J Evacuation). The model predicts the progress of area evacuations by indicating the changing conditions of population movement over a traf fic

network. The model produces several measures of evacuation effectiveness:

including travel times; vehicle counts; queues and delays; and person throughput over the links (street and road se6ments); and nodes (intersections) of the network. Various scenarios may be designed and evaluated using this capability.

The '-DYNEV program components are organized as follows:

Road Network Construction I-DYNEV Inputted Processing I DYNEV Simulation Model A1

I .

ig

1 DYNEV Capacity Submodel Combined Trip Distribution / Traffic Assignment Model

. Scenario Construction Road Network Construction I The road network used by this model is created from two sources: the.

National Map database used by FEMA, and additional data gathered from on-location review of actual / proposed evacuation routes. The National Map

-g- database is derived from the 1:2,000,000 scale sectional maps of the 3; National' Atlas as distributed by the United States Geological Survey (USGS). This database provides preliminary information about the road networks being studied. The additional data provided by on location surveys are used to update and modify these maps and to provide a more precise representation of the area.

I DYNEV Inputted Processing The physical traffic environment, which must be specified as inputted to the I DYNEV system, consists of the following features:

Topology of the roadway system.

~

Geometrics of each roadway component.

Channelization of traffic on each roadway component.

Motorist behavior which, in aggregate, determines the operational performance of vehicles in the system.

Circulation pattern of traffic on the roadway system.

Specification of the traffic control devices and.their operational characteristics.

Traffic columns entering and leaving the roadway system.

_I. Traffic composition To provide an efficient framework for defining these specifications, the t

physical environment is represented as a network comprised of uni-directional links and nodes. The links of the network generally represent urban streets or freeway sections. The nodes of the network generally represent urban intersections or points where a geometric property changes (e.g. , a lane drop, surface composition or e major mid block traffic generator).

I. . All simulation models describe time dependent processes. In particular,.I-F _

DYNEV describes the changing conditions that prevail on a system (i.e. ,

network) of roadways. These changing conditions are either endogenous (internal to the system) or exogenous (specified as external stimuli in the form of inputted).

'I; A2

A

-I DYNEV Simulation Model Conditions on the roadway are specified in Time Periods. (TP) which are.

further broken down into Time Intervals (TI). Within each TI, the

=

simulation model describes the movement of traffic into, through and out of, each network link. Since it is not always possible to process traffic flow on all feeder links' prior to processing the traffic on the overall network links, it is necessary for the program to sweep over all network

_: links repeatedly, (i.e., iterate), within each TI, in order to provide a s consistent synchronous solution.

This simulation model allows progressive reports to be generated describing traffic movement, density and congestion throu6 h out the entire simulation period.

=

Traffic congestion is treated explicitly. Vehicles can discharge from a link only if there is available space on the receiving link. If the amount of available space on the receiving link is inadequate, relative to the 7 number of vehicles that want to enter, then the discharge of these vehicles from the feeder links is inhibited appropriately. Under these conditions, queues will grow and extend upstream along a congested path.

Vehicles enter the network from " origins" representing population centers; the generated vehicles are introduced onto the link associated with each such origin. The rate of such trip generation is specified for each

]

origin,- during each Time Period.

- - - As vehicles are moved along the network, their routes are defined by specified turn percentages for each network link. These turn percentages are usually provided by the output of the Traffic Assignment submodel or, if necessary, as specified inputted.

I-DYNEV Capacitv Submodel This submodel is not a- simulation model; rather, it computes the value of approach capacity in terms of movement, i.e. , specific service rates. As such, this submodel services both the I DYNEV simulator and the Traffic Assignment model, This submodel consists of three integrated components:

1. Formulation which calculates the service rates for through vehicles

= and lef t turning vehicler in a lane,. given, among other data the

= proportion of lef t. turners in the lane, j s.3

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2. Formulation for through vehicle and right turn service rates.

3. Formulation which calculates the lateral deployment of traffic on an approach, yielding the proportion of through and turn vehicles in each lane.

I These three components are exercised in an iterative manner to produce accurate and self consistent estimates of configurations and for all types of control devices.

Combined Trio Distribution / Traffic Assienment Submodel The Combined Trip Distribution / Traffic Assignment model accomplishes two tasks:

1. Determines how trips originating at various points both external _ and internal to a network will be distributed to the various uit points of the network.

2. Determines how traffic between all origin exit (destination) points will actually be routed through a network.

-B, When the total number of trips produced at each origin and the total-capacity of each destination point is provided as specified inputted, the J- .model can then internally allocate trips from each origin to the various 3- destinations.

The output of the model is a set of link specific turn percentages

~

representing the demands and routing identified by the Trip Distribution / Traffic Assignment process. These turn percentages may then

. be inputted to the simulation model to allow the simulation process to commence.

Scenario construetion I_ To develop cases based on the needs for an Evacuation Time Estimate Study, p specific information is inputted. This information includes characterizing e anticipated area populations, time of day, and target vehicle speeds among others. This information provides the necessary inputted for running various scenarios. Examples of how this works are as follows:

o To characterize a winter evening during normal weather, information would be inputted showing populations that would be in their places of residence; little or no concentrations of transient populations, and -

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=

road' speeds would not be inhibited by bad weather.

~

_ o To characterize a rainy summer day, information would be inputted

, ?s showing populations decreases at residences but increases at various work locations, maximum localized transient populations, and target road speeds and road capacities decreases because of the rain.

.This information would drive the programs which would model- the populations

__ -(persons / vehicle) from their- points of origin to outside the EPZ toward

]- host areas at the end of the evacuation routes. Periodic reports would be generated during this simulation indicating the status of the evacuation-Special facility populations can be modeled by this program also.

w5 4

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CCNPP EPZ.ETE.

g Rev.-2, 12/89-'

w W-h? ' APPENDIX B POPULATION AND' VEHICLE DATA I

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_ _ _ __ _ .)

CCNPP EPZ ETE, I- ' REV, --2' 12/89-N NNV' NNE

, 756 o 0 4 0

< NV- 0 NE 229 0 0 164 0 0 0 149 0 0

- ~

0 17 5 0 0 VNV 3 61 0 0 0 ENE 0 50 66 322 0 0 0 48 187 94 27 408 0 0 0 .., 0 0

98 0 0 80 000 0

'I~ 20 9

0 0 0

0 E

j y 243 308232366463 218 49 84l39 0 10 0 0 0 0 25 16 2 6 8 0

160 0 2 0 14 310 66 73 0 0 36 249 125 52 0 3 0 0

42 204 98 312 364 0 40 137 g 0

175 386 2%

902 0-573 117 7 550 0-

.'? VSV 1420 264 203 0 1272 588 504 41 0 1t49 -

0 SE 37 SV 1572 0 249 2133 667 SSE SSV f,

_a S ig FIGURE B-1

's FERMANENT POPULATION DISTRIBUTION BY COMPASS SECTOR.

POPULATION TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 5,853 2 8,111 5,505 22,258 34,337 348 mHOTEi 7

REPRESENTS YEAR-ROUND POPULAT!DN TO ACCOUNT FOR ADDITIONAL SEASONAL RESIDENTS. SUMMER PERMANENT POPULATION ESTIMA1ES VERE INCREASED BY 2 PERCENT AND 21 PERCENT FOR ST. MARYS AND DDRCHESTER COUNTIES, RESPECTIVELY.

I _-

!s DPN RY: P. MATATAl*

4

] CCNPP-EPZ ETE' j REV. 2 12/89 N

NNV NNE 0

9/

254 0 0

~ '

NV I 0 o NE 9 0 77 0 0 55 0 0 0 50 '0- 0 o

IEI/

0 110 o 24 ENE 123 109 0 0 0 I 63 93 31 3

0 0

0 0 0

45 0 0 27 00 0 0 7

3 0 V 96 104 78 123 156 73 16 281 13 0 10 0 0 0 0 3 0 12 8 1 '3 4 54 0 1 104 68 22 10 9 11 5

1 0

0 0

42 17 0 0 50 84 -g 0 170 69 33 63 46 105 122 0 4

0 0 702 97 86 5 130 5 471 193 186 0 ESE VSV 568 100 68 428 0 635 I 654 460 548 0 SE 14 SV 629 o 853 99 267 SSE I SSV S

FIGURE B-2 M

PERMANENT POPULATION VEHICLE DISTRIBUT10N BY COMPASS SECTOR.

VEHICLE TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 117 1968 10287 1851 8319 12780 uNOTEi REPRESENTS YEAR-ROUND POPULATION TO ACCOUNT FOR ADDITIONAL SEASONAL RESIDENTS. SUMMER PERMANENT VEHICLE POPULATION ESTIMATES VERE INCREASED BY 2 PERCENT AND 21 PERCENT FOR ST MARYS AND DDRCHESTER COUNTIES, RESPECTIVELY.

B-2 DRN dye P. MATATALL

~

I' CCNPP- EPZ'ETE-f REW 212/89

7. NNV -

NNE

+::

(

Q NV NE 88 r VNV ENE 741 I i E-

.y 1 0 185 73 768 ESE VSV 541 272 586 100 SV 386 ..

2147 SSE SSV S

FIGURE B-3 VINTER DAYTIME SPECIAL/ TRANSIENT FACILITY POPULATION DISTRIBUTION BY COMPASS SECTOR.

POPULATION TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 603 1629 4071 1026 2442 5490 B-3 , , , , , , , , , , , , , , ,

CCNPP EPZ ETE, s - REV, 2' 12/89

+'

N F. NNV --

.NNE w

NV NE I

I VNV 80 =

ENE' 79 I E.

y I 67 123 73 e4 g ESE VSV 73 272 247 100 SV 20 1083 ggy S

FIGURE B-4 VINTER DAYTIME SPECIAL/ TRANSIENT FACILITY VEHICLE DISTRIBUTION BY COMPASS SECTOR.

VEHICLE TOTALS 0-2 MILES 0-5 MILES 10 MILES 2-5 MILES 5-10 MILES FULL EPZ 67 347 946 280 599 2301 DRN DYi P. MAT AT ALL . '

CCNPP EPZl'ETE, REV. 2 12/89 a-

N NNV. .NNE NV NE 3

r l

l VNV ENE I

I V

i 185 50 1 ESE VSV 460 SE l SV 10 SSE SSV FIGURE B-5 VINTER NIGHTTIME SPECIAL/ TRANSIENT FACILITY POPULATION DISTRIBUTION BY COMPASS SECTOR.

POPULATION TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EP_

0 235 695 235 460 705 '

=-

I CCNPP EPZ-ETEi REV.- 2 12/89 N

NNV' NNE NV NE VNV

I; I y E I;

123 50 ESE 230 SE SV

'10 SSV S

8 3

FIGURE B-6 VINTER NIGHTTIME SPECIAL/ TRANSIENT

g FACILITY VEHICLE DISTRIBUTION

.g BY COMPASS SECTOR.

VEHICLE TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ O' 173 403 173 230 413 B-6 DRN BYi P. MATATALL

w

.CCNPP EPZ ETE,.-

REV. 2-'12/89:

+- ,

g N l in .NNV NNE C NV NE I

" ENE 32 61 E

v.

21 I 30 8

5 2 1 273 185 I 12 x ESE VSV 880

\

I 272 24 1499 36 SE 100 1 gy 1035 _ _

SSV S

o FIGURE B-7 SUMMER DAYTIME SPECIAL/ TRANSIENT FACILITY POPULATION DISTRIBUTION BY COMPASS SECTOR. ,

POPULATION TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 17 5 1256 4109 1081 2853 5416 B-7 twH HYs P. MAT AT AI.1

.g. CCNPP-EPZ_ETE, 1 g REV. 2 12/89 .

N J NNV -

NNE I NV 7 NE I :

l VNV ENE 33 16 62 20 0

y 7 -'

10 3

2 108 153 123 4 ESI VSV 352 I. 8 15 272 596

. g:'

12 SE 100 gy >

952 SSE SSV I- S t I

FIGURE B-8 SUMMER DAYTIME SPECIAL/ TRANSIENT I FACILITY VEHICLE DISTRIBUTION BY COMPASS SECTOR.

VEHICLE TOTALS 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 50 510 1704 460 1194 2928 I }]- @ DRH BYs P. MAT AT ALI

g CCNPP EPZ-ETE-

. REV. 2 -:'12/89' i g

~~V une g

i VNV ENE

-E 32 5 -_

- 24 E-V

,:I_.

185 50-VSV 880 -

1198 SE g

3-1 sV 10 SSE SSV

> FIGURE B-9 l SUMMER NIGHTTIME SPECIAL/ TRANSIENT FACILITY POPULATION DISTRIBUTION BY COMPASS SECTOR.

POPULATION TOTALS

. 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ 2644 442 2202 2654

~

0 442 l

.ll OOO h $ , hh k Y O $$ g

CCNPP EPZLETE I REV, 2 12/89 i

.y NNV- -

NNE 4I, L:

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'3i. 16 3 ':

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VSV 352 I V 529

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10 SSE :

ssv m FIGURE B-10 SUMMER NIGHTTIME SPECIAL/ TRANSIENT 4

I- FACILITY VEHICLE DISTRIBUTION BY COMPASS SECTOR, VEHICLE TOTALS

! 0-2 MILES 0-5 MILES 0-10 MILES 2-5 MILES 5-10 MILES FULL EPZ

0 218' 1161 218 943 1171 B-10 _ - . . . . . _ .....

b

l e

CCNPP EPZ ETE Rev. 2,.12/89 I

I APPENDIX C EVACUATION NETWORK NODE IDENTIFICATION I

I I

I; I

I I

I I:

4 Pages follow

^

CCNPP EPZ ETE y Rev. 2. 12/89 APPENDIX C EVACUATION NETWORK NODE IDENTIFICATION Node (l) location (2)

CALVERT COUNTY 8030 Solomons Island Rd. (Rt. 2) & Charles St.

Solomons Island Rd. (Rt. 2) & Rt. 4 I 44 207 8033 Rt. 2/4 & Dowell Rd.

Dowell Rd. & Twin Cove Lane Rt. 2/4 & Coster Rd. & Mill Bridge Rd.

206 I 48 49 400 Rts. 765 & Rousby Hall Rd.

Rt. 765 & Cove Point Rd.

Coster Rd. & Mill Bridge Rd.

I 8102 8103 8018 Rt. 2/4 & Stoakley Rd.

Hallowing Point Rd.

CCNPP entrance U.S. Navy Recreation Center I

8031 8032 Rt. 4 area in Newtown 8033 Beginning of Dowell Rd.

8024 Lusby area (Calvert) 8019 White Sands Drive B 8008 Rt. 765 8007 Fairground Rd. area I 8028 8029 8027 Chesapeake Ranch Estates area Cherry Hill area & Olivet Rd.

Chesapeake Ranch Estates and Clubhouse Dr.

8026 Chetreake Ranch Estates to Little Cove Point Rd.

I 8022 8014 202 Tureitr Rd.

Bowen Rd.

Rt. 2/4 & Sollers Rd.

I 200 210 211 Rt. 2/4 & CCNPP entrance & Rt. 765 Rt. 2/4 & Parran Rd.

Rt. 2/4 & Calvert Beach Rd.

c 214 Rt. 2/4 & Scientists Cliffs Rd.

55 Rt. 2/4 & Broomes Island Rd.

53 Rt. 765 & Calvert Beach Rd.

54 Rt. 765 & Scientists Cliffs Rd.

56 Rt. 2/4 & Sixes Rd.

57 Rt. 2/4 & German Chapel Rd.

201 Rt. 2/4 & White Sands Rd.

59 Rt. 2/4 & Hallowing Point Rd. (Rt. 231) 60 Hallowing Point Rd. & Rt. 765 61 Rt. 765 & Armory Rd.

62 Rt. 2/4 & Dares Beach Rd. & Rt. 765 63 Rt. 2/4 & Armory Rd.

64 Armory Rd. & Dares Beach Rd.

8028 Rousby Hall Rd. & Rousby Rd.

66 Rousby Hall Rd. & Barreda Blvd./ Harbor Drive C-1 4

l 5

CCNPP EPZ ETE Rev. 2, 12/89 APPENDIX C (Continued)

Node (l) Location (2)

I 67 8029 69 Rousby Hall Rd. & Olivet Rd.

Olivet Rd. & Store Rd.

Cove Point Rd. & Little Cove Point Rd.

Cove Point Rd. & Light House Blvd.

I 8025 8017 8016 Long Beach Rd. & Bayside Rd.

Calvert Beach Rd. & Bayview Rd.

73 Long Beach Rd. & Calvert Beach Rd.

I 8023 75 76 Coster Rd. & Tongue Cove Sollers Hharf Rd. & McQueen Rd.

Mill Bridge Rd. & Turner Rd.

I 8021 78 8020 Beginning of Sollers Wharf Rd.

Sollers Wharf Rd. & Mill Bridge Rd.

Mackall Rd. & Cape Leonard Dr.

80 Mackall Rd. & Bowen Rd.

I 81 8013 83 Mackall Rd. & Parran Rd.

Broomes Island Rd. & Church / Cemetery Rd.

Broomes Island Rd. & Parkers Hharf Rd.

I 84 8012 8011 Broomes Island Rd. & Williams Wharf Rd./Ross Rd.

Briscoe Rd. & Patuxent Dr. at end of Parkers Wharf Rd.

Williams Wharf Rd. & Quarles Rd.

I 87 88 89 Broomes Island Rd. & Hance Rd.

Broomes Island Rd. & Mackall Rd.

Broomes Island Rd. & Grays Rd.

8010 Hance Rd. & Crane Rd.

I 91 8009 93 Sixes Rd. (Rt. 506) & Grays Rd.

Adelina Rd. & Sheridan Rd.

Adelina Rd. & Sixes Rd.

I 94 95 217 Adelina Rd. & Hallowing Point Rd.

Hallowing Pt. Rd. & German Chapel Rd.

Broomes Island Rd. & Ball Rd.

Parkers Creek Rd. & Scientists Cliffs Rd.

I 96 8004 8005 Scientists Cliffs Rd. & Aspen Rd.

Virginia St. & Chesapeake Avenue 8006 Dares Beach Rd. & Chesapeake Avenue I 100 101 102 Dares Beach Rd. & Virginia Ave./Goldstein Rd.

Dares Beach Rd. & Hilson Rd.

Dares Beach Rd. & Clay Hammond Rd.

103 Rousby Hall Rd. & Club House Dr.

104 Hallowing Point Rd. & Sixes Rd.

g 8015 Governors Run Rd. & Hoodbridge Ave.

106 Rt. 765 & Western Shore Rd.

I' 107 212 Rt. 765 & Governors Run Rd.

Rt. 2/4 & Western Shore Rd.

213 Rt. 2/4 & Governors Ren Rd.

C-2 I

I

CCNPP EPZ ETE Rev. 2, 12/89 APPENDIX C (Continued) ggg(1) location (2)

ST. MARYS COUNTY 3 Millstone Rd. & Esperanza Rd.

I 4 5

8036 Rt. 235 & Millstone Rd.

Rt. 235 & Chancellors Run Rd:

Town Creek Drive & Sunrise Rd.

7 Rt. 235 & Town Creek Drive 8 Rt. 235 & Patuxent Beach Rd.

9 Rt. 235 & Rt. 4/St. Andrews Church Rd.

10 Rt. 4 & Kingston Creek Rd.

I 12 8038 8035 Rt. 4 & Town Creek Rd.

Patuxent Lane & Town Creek Rd.

Patuxent Beach Rd. & Baringer Drive I 8039 18 19 Clarks Mill Rd. & Malley Rd.

Clarks Mill Rd. & Old Three Notch Road Rt. 235 & Clarks Landing Rd.

Clarks Landing Rd. and Old Three hotch Rd.

I 20 21 24 Rt. 235 & St. Johns Rd.

Rt. 235 & Sotterly Gate / Hollywood Rds.

25 Sotterly Gate & Old Three Notch Rd, I 26 27 29 Rt. 235 & Old Three Notch Rd.

Rt. 235 & Jones Wharf Rd.

Clover Hill & Sandgates (Rt. 472) Rds.

I 30 8041 33 Rt. 235 & Sandgates Rd. (Rt. 472) 8lackstone Rd. & Tippett Rd.

Clarks Landing Rd. & Blackstone Rd.

Clarks Landing Rd. & Scotch Neck Rd.

I 34 8046 Steerhorn Neck Rd. & Half Pone Pt. Rd.

36 Steerhorn Neck Rd. & Sotterly Rd.

37 Sotterly Gate Rd. (Rt. 245) & Forest Landing Rd.

I 38 39 40 Vista Rd. & Sotterly Rd.

Old Three Notch Rd. & Vista Rd.

Jones Wharf Rd. & Drum Cliff Rd.

41 Rt. 235 & Sandgates Rd.

I- 42 304 Sandgates Rd. & Ridge Rd.

Joy Chapel Rd. & Old Three Notch Rd.

8034 Mill Cove Rd. & Myrtle Point Rd.

I 8038 8049 8037 Town Point peninsula Joy Chapel Rd.

Lake Dr. & Esperanza Dr.

8052 St. Johns Rd. & Rt. 235 8050 St Johns Rd. & Lawrence Hayden Rd.

8051 Clover Hill Rd.

8043 Sandgates Rd.

8041 Clarks Landing Rd.

8040 Scotch Neck Rd.

8048 Forest Landing & Three Coves Rds.

I 8047 8045 8044 Sotterly Rd.

Hollywood Shores area on to Jones Wharf Rd.

Drum Cliff Rd.

8042 Sandghtes area on to Ridge Rd.

C-3 I

l e

CCNPP EPZ ETE Rev. 2, 12/89 APPEN91X C (Continued)

Node (1) location (2)

I 8104 8105 8106 Rt. 235 & Hewitt Rd.

Chancellors Run Rd. & Military Lane St. Andrew Church Rd. & Indian Bridge Rd.

Hollywood Rd. & St. Johns Rd.

I 8107 8108 Rt. 235 & Lovev111e Rd. (Rt. 247)

DORCHESTER COUNTY 132 Smithville Rd. & Hooper Island Rd.

I .133 134 135 Smithville Rd. & Hip Roof Rd.

Hooper Neck Rd. & Bay Shore Rd.

Taylors Is1dnd Rd./ Hooper Neck Rd. & Robinson Neck Rd.

Taylors Island Rd. & Smithville Rd.

I 136 8001 Smithville Rd. area 8003 Meekins Neck & Hooper Island Rds.

8000 Hooper Neck & Bay Shore Rds.

I 8002 137 8100 Smithville Rd.

Taylors Island Rd. - east end of Bridge Taylors Island Rd.

8101 Church Creek Rd. & Hooper Island Rd.

I I

RQIIS:

g (1) Node Designations: Internal Nodes X-XXX Entry Nodes 80XX I- Exit Nodes 81XX (2) See Figure 5-1 for node locations.

C-4 I

CCNPP EPZ ETE

- Rev.-2, 12/89 APPENDIX D 1

I I

I i

1.

4 Pages Follow

CCNPP EP7 ETE Rev. 2, 12/89 y

DMV Lites I LDETH Lllet Mle100 NT LDETH L

FIET F3J. LAES MT LAE DGN R LAES L R WID 123456 LEFT T) flu R8HT 0146 m EC LOST 9 D16 FIIEE ESTINATION NOKS (PP. TIE )DW. PD RTOR PED EC IPH M CXIDE 0 0 0 00 0 000000 0 0 0 -135 02.9 2.2 0 0 0 I

1

((9000.

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( 135, 137) 60 0 0 1 00 0 000000 0 136 0 0 02.9 2.2 30 0 0

( 137 136) 85 0 0 1 00 0 000000 0 8100 0 0 02.9 2.2 50 0 0 I (8001 136)

( 133 132) 45 (8003 132) 0 0

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( 208, 209) 40 0 0 2 00 0 0 44 0 0 55 0 0

( 209. 200) 40 0 0 2 00 0 000000 0 207 0 0 0 2.5* 2.0 55 0 0

( 209. 44) 20 0 0 2 00 0 000000 0 12 0 0 0 2.5* 2.0 55 0 0

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( 66. 103) 55 0 0 1 00 0 000000 0 67 0 0 0 2.5* 2.2 50 0 0 (8027. 103) 0 0 0 1 00 0 000000 0 0 67 0 0 2.58 2.2 0 0 0

( 103. 67) 120 0 0 1 00 0 000000 0 0 0 48 0 2.54 2.2 50 0 0 (8029. 67) 0 0 0 1 00 0 000000 0 48 0 0 0 2.54 2.2 0 0 0

( 67. 40) 120 0 0 1 01 0 000000 47 205 49 0 0 2.58 2.2 40 0 0

( 48. 205) 20 0 0 1 01 0 000000 206 0 204 0 0 2.54 2.2 30 0 0

( 48. 47) 40 0 0 1 00 0 000000 0 0 206 0 0 2.5* 2.2 40 0 0

( 47. 206) 20 0 0 1 01 0 000000 207 0 205 0 0 2.5* 2.2 30 0 0

('48. 49) 140 0 0 1 00 0 000000 204 0 0 0 0 2.5* 2.2 40 0 0 (8026, 69) 0 0 0 1 00 0 000000 49 0 0 0 02.9 2.2 0 0 0 (8025. 69) 0 0 0 1 00 0 000000 0 49 0 0 0 2.5* 2.2 0 0 0 D-1 l

1

CCNPP EPZ ETE

- Rev. 2. 12/89 MT LDSTH RT LOST 0 D!S F E E LDETH FET FILL LMS L4E OWW E Sil m il0N W S OPP. TIIE M . IPD RTOR PED P LIE Mle100 L R Upd:S L R ERD 123456 LET f)RI RD(i 0146 W EC EC IPH MM

( 69. 49) 105 0 0 1 00 0 000000 48 204 0 0 02.9 2.2 40 0 0

( 49. 40) 140 0 0 00 0 000000 0 47 205 0 2.5* 2.2 L]-- ( 49. 204)

(8024,202) 30 0

0 0

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0 000000 000000 205 0 202 0 201 0

0 0

02.9 2.2 02.9 2.2 40 30 0

0 0

[ 1 204 0 0 g ( 200 210) 180 0 0 2 00 0 000000 0 211 0 0 02.9 2.0 55 0 0 (210,211) 170 0 0 2 10 0 000000 217 212 0 0 0 2.5* 2.0 55 0 0 lg t 211 212) 150 0 0 2 00 0 000000 0 213 0 0 02.5 2.0 55 0 0

( 212. 213) 60 0 0 2 00 0 000000 0 214 0 0 02.9 2.0 55 0 0

( 213 214) 45 0 0 2 00 0 000000 0 55 0 0 02.9 2.0 55 0 0

.I ( 214. 35) 40 0 0 2 00 0 000000 0 56 0 0 02.9 2.0 35 0 0 I ( 55. 56) 165 0 0 2 10 0 000000 91 57 0 0 0 2.5* 2.0 55 0 0 I ( % 57) 25

( 57. 59) 210

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( 107 213) 20 0 0 1 00 0 000000 0 0 214 0 02.9 2.2 30 0 0

( 107 54) 60 0 0 1 00 0 000000 214 55 0 0 0 2.5* 2.2 30 0 0

( 54,214) 20 0 0 1 00 0 000000 0 0 55 0 0 2.5* 2.2 30 0 0

( 54. 55) 40 0 0 1 00 0 000000 0 0 56 0 02.9 2.2 50 0 0 I ( % 54) 35 (0004. 96)

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( 60. 59) 30 0 0 1 00 0 000000 0 95 62 0 02.9 2.2 30 0 0

( 60. 61) 30 0 0 1 00 0 000000 0 0 0 -62 02.9 2.2 30 0 0

( 61. 62) 35 0 0 1 00 0 000000 0 63 0 0 02.9 2.2 35 0 0 (9006 100) 0 0 0 1 00 0 000000 0 101 0 0 0 2.5* 2.2 0 0 0 (9005. '00) 0 0 0 1 00 0 000000 0 0 101 0 0 2.5* 2.2 0 0 0

( 100, 101) !!0 0 0 1 00 0 000000 0 102 0 0 02.9 2.2 50 0 0

( 101 102) 90 0 0 1 00 0 000000 0 64 0 0 0 2.5* 2.2 50 0 0 (102. 64) 117 0 0 1 01 0 000000 0 62 63 0 0 2.5* 2.2 40 0 0

( 64. 62) 25 0 0 1 01 0 000000 0 0 63 0 02.9 2.2 30 0 0 1 64. 63) 35 0 0 1 00 0 000000 0 0 8102 0 0 2.5* 2.2 30 0 0

( 59. 95) 195 0 0 1 00 0 000000 0 94 0 0 0 2.58 2.2 50 0 0

( 95. 94) 100 0 0 1 00 0 000000 0 104 0 0 0 2.5* 2.2 50 0 0

( 94 104) 120 0 0 1 00 0 000000 0 0103 0 0 0 2.58 2.2 53 0 0 (8007. 61) 0 0 0 1 00 0 000000 0 0 62 0 0 2.58 2.2 0 0 0

( % 91) 195 0 0 1 00 0 000000 0 93 0 0 0 2.5* 2.2 40 0 0

( 91. 93) 190 0 0 1 00 0 000000 0 104 94 0 0 2.54 2.2 30 0 0

( 93 104) 100 0 0 1 00 0 000000 8103 0 0 0 0 2.58 2.2 25 0 0

( 93. 94) 120 0 0 1 00 0 000000 0 0 95 0 0 2.5* 2.2 40 0 0 (8009. 93). 0 0 0 1 00 0 000000 104 94 0 0 0 2.5* 2.2 0 0 0

( 94. 95) 1(C 0 0 1 00 0 000000 0 59 0 0 0 2.5* 2.2 50 0 0

( 95. 59) 185 0 0 1 00 0 000000 62 0 0 0 0 2.58 2.2 50 0 0

( 99. 91) 320 0 0 1 00 0 000000 93 0 0 0 0 2.5* 2.2 35 0 0 0-2 l

l

CCNPP EPZ ETE Rev. 2. 12/89

- NT LENGTH NT LOST 0 Di$ FME I

LINETH L15 Ml+100

( OB. 217) 25 L

0 FEET FULL L M S 0 1 LM O(W E Sil WTION W S OPP. TIE >DN. SPD RTOR PED R L M S L P, 5(D 123456 LFT Teu le(T DIA6 m EC 00 0 000000 0 99 0 0 02.9 EC IPH MM 2.2 50 0 0 L

( 87. OB) 60 0 0 1 00 0 000000 0 217 0 0 02.9 2.2 50 0 0

.I (8080 87) 0 0 0 1 00 0 000000 BB 0 0 0 02.9 2.2 0 0 0

( M. 87) !!0 0 0 1 00 0 000000 0 IB 0 0 02.9 2.2 50 0 0 g ( 83. M) 20 0 0 1 00 0 000000 0 B7 0 0 0 2.5* 2.2 50 0 0 g (8013. 83) 0 0 0 1 00 0 000000 0 M 0 0 02.9 2.2 0 0 0

( 3 12, 53) 0 0 0 1 00 0 000000 0 M 0 0 0 2.M 2.2 0 0 0 (711. M) 0 0 0 00 0 000000 87 0 0 0 02.9 2.2 0 0 0 I

1

( Bl. 80) 310 0 0 1 00 0 000000 0 0 217 0 02.9 2.2 45 0 0

( 00. 81) 40 0 0 1 00 0 000000 0 IB 0 0 02.9 2.2 50 0 0

( 3 14. 80) 0 0 0 1 00 0 000000 81 0 0 0 0 2.5* 2.2 0 0 0 g (8020. 90) 0 0 0 1 00 0 000000 0 81 0 0 02.9 2.2 0 0 0

!g ( 211 217) 230 0 0 1 00 0 000000 0 0 89 0 02.9 2.2 40 0 0 (8021. 70) 0 0 0 1 00 0 000000 0 75 76 0 02.9 2.2 0 0 0 00 0 000000 02.9 I

( 79. 75) 40 0 0 1 0 202 0 0 2.2 25 0 0

( 78. 76) 70 0 0 1 00 0 000000 0 400 0 0 02.9 2.2 40 0 0

( 75 202) 160 0 0 1 00 0 000000 201 0 204 0 02.9 2.2 40 0 0

76. 400) 125 0 0 1 00 0 000000 206 0 0 0 02.9 2. 2 40 0 0 I ( 400. 206)

(8023. 400)

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( 300. 301) 40 0 0 2 00 0 000000 0 19 0 0 02.9 2.0 55 0 0 I ((301.

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( 19 301) 100 40

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( 19. 21) 100 0 0 2 00 0 000000 0 24 0 0 0 2.5* 2.0 55 0 0

( 21. 19) 100 0 0 2 00 0 000000 0 301 0 0 02.9 2.0 55 0 0

('21. 24) !!0 0 0 2 10 0 000000 302 26 0 0 26 2.5* 2.0 55 0- 0

( 24. 21) 110 0 0 2 00 0 000000 0 19 0 0 02.9 2.0 55 0 0

( 24. 26) 60 0 0 2 00 0 000000 0 27 0 0 0 2.5* 2.0 55 0 0

( 26. 24) 60 0 0 2 01 0 000000 0 21 302 0 0 2.54 2.0 55 0 0

( 26. 27) !!0 0 0 2 00 0 000000 0 30 0 0 0 2.54 2.0 55 0 0

( 27. 26) !!0 0 0 2 00 0 000000 0 24 0 0 0 2.5* 2.0 55 0 0

( 27. 30) 130 0 0 2 10 0 000000 29 41 0 0 41 2.5* 2.0 55 0 0

( 30. 27) 130 0 0 2 00 0 000000 0 26 0 0 0 2.54 2.0 55 0 0

( 30, 41) 210 0 0 2 00 0 000000 0 6100 0 0 0 2.5* 2.0 55 0 0

( 41. 30) 210 0 0 2 01 0 000000 0 27 29 0 0 2.5* 2.0 55 0 0 0-3 I

I CCNPP EPZ ETE Rev. 2, 12/89 MT LD0iTH MT LOST 0 DlS FHEE I LDETH FET FILL LMS LM D$N E STINATION NDDES OPP. T!!E MlWY. PD RTOR PED L!s Mle100 L R L M S L R ORD l23456 LET THRU RSHT DIA6 WDE EC E frH C0K ul0E I (0339. II) 0 0 0 00 0 000000 301 0 20 0 0 2.54 2.2 0 0 0 I

1

( 10. 301) 40 0 0 1 00 0 000000 300 0 19 0 0 2.5e 2.2 30 0 0

( 10. 20) M 0 0 1 00 0 000000 19 304 0 0 304 2.5e 2.2 40 0 0

( 20. 19) 20 0 0 1 00 0 000000 301 0 21 0 02.9 2.2 30 0 0

( 34, 20) 170 0 0 1 00 0 000000 0 19 304 0 0 2.5e 2.2 40 0 0

( 33. 34) 30 0 0 1 00 0 000000 0 20 0 0 02.9 2.2 40 0 0 (8041, 33) 0 0 ~0 1 00 0 000000 0 0 34 0 02.9 2.2 0 0 0 (8040, 34) 0 0 0 1 00 0 000000 20 0 0 0 02.9 2.2 0 0 0 (8049,304) 0 0 0 1 00 0 000000 20 0 25 0 02.9 2.2 0 0 0

'~

( 20,304) 75 0 0 1 00 0 000000 0 25 0 0 02.9 2.2 50 0 0 (304. 20) 75 0 0 1 00 0 000000 0 0 19 0 02.9 2.2 50 0 0 I ( 304. 25) 100

( 25 304) 100

( 25. 39) 60 0

0 0

0 1

1 1

00 0 00 0 00 0 000000 000000 000000 24 39 0 20 0 24 0

0 0

0 39 2.Se 2.2 02.9 2.2 0 2.5e 2.2 40 0

0 0

0 I ( 39. 25) 60

( 39. 24)

( 37, 25) 220 10 0

0 0

0 1

1 1

00 0 00 0 00 0 000000 000000 000000 0

24 0 24 0 27 304 24 39 0 304 2.9

.0 0

02.9 2.2 0 2.5e 2.2 2.2 40 30 40 0

0 0

0 (8040, 37) 0 0 0 00 0 000000 25 0 0 0 0 2.54 2.2 0 0 0 I

1

( 36, 37) 60 0 0 1 00 0 000000 0 25 0 0 02.9 2.2 40 0 0 (8046, 36) 0 0 0 1 00 0 000000 37 0 0 0 0 2.58 2.2 0 0 C

( 38. 39) 230 0 0 1 00 0 000000 25 0 26 0 02.9 2.2 30 0 0 I (0047, 38)

(0044, 40) 50045. 40) 0 0

0 0

0 1

1 1

00 0 00 0 00 0 000000 000000 000000 27 0

0 27 0 39 0 0 0

0 0

0 0 2.5e 2.2 0 2.58 2.2 02.9 2.2 0

0 0

I 00 0 000000 02.9 2.2

( 40, 27) 165 0 0 1 26 0 30 0 35 0 0 (8043. 30) 0 0 0 1 00 0 000000 0 29 41 0 02.9 2.2 0 0 0 (0042. 42) 0 0 0 1 00 0 000000 0 0 41 0 02.9 2.2 0 0 0

( 42. 41) 260 0 0 1 00 0 000000 30 0 8100 0 0 2.5e 2.2 40 0 0 I ( 30. 29) 40

( 29. 303) 400 (8051, 29) 0 0

0 0

0 1

1 1

00 0 00 0 00 0 000000 000000 000000 0 303 0

0 0 8107 0 303 0 0 0

0 0 2.5e 2.2 02.9 2.2 02.9 2.2 30 40 0

0 0

I ( 24,302) 310

( 302. 303) 30 (8050,302) 0 0

0 0

0 1

1 1

00 0 00 0 00 0 000000 000000 000000 303 0 303 0 0107 0

0 0

02.9 2.0 0 2.5e 0 2.5e 2.2 2.0 50 40 0

0 0

(8052. 21) 00 0 000000 0 19 0 0 2.5e 2.2 0 I

0 0 0 1 24 0 0

( 25. 24) 30 0 0 1 00 0 000000 21 302 26 0 0 2.5e 2.2 30 0 0

( 09. 35) 170 0 0 1 00 0 000000 56 0 0 0 0 2.5e 2.2 45 0 0 (217. 89) 30 0 0 1 00 0 000000 91 35 0 0 0 2.5e 2.2 50 0 0 (8038. 12) 0 0 0 1 00 0 000000 0 0 10 0 02.9 2.2 0 0 0 (8034. 10) 0 0 0 1 00 0 000000 0 0 9 0 0 2.5e 2.2 0 0 0 e IWlCATES DEFAlt.T VALLES WERE SPECIFIED L M CHA M Ll!ATION l

RTOR PEDESTRIAN CooES C0xS C0aES 0 LDRESTRICTED 0 RTOR PERMITTED 0 ND PEDESTRIANS 1 LEFT TURNS D LY I RTOR PROHIBITED 1 LIGHT 2 BUSES O RY 2 MODERATE 3 CLOSED 3 EAyy 4 RIGHT TURNS 04.Y 5 CAR - POOLS I D-4 I

ML20011F416

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