3 3679 00059 8815

CLEAR (Calculates Logical Evacuation 8nd Besponse):

NUREG/CR-2504 PNL-3770

A Generic Transportation Network Model for the Calculation of Evacuation Time Estimates

Manuscript Completed: October 1981 Date Published: March 1982

Prepared by M. P. Moeller, Pacific Northwest Laboratory T. Urbanik II, Texas Transportation Institute A. E. Desrosiers, Pacific Northwest Laboratory

Texas Transportation Institute The Texas A&M University System College Station, TX 77843

Pacific Northwest Laboratory Richland, WA 99352

Prepared for Division of Emergency Preparedness Office of Inspection and Enforcement U.S. Nuclear Regulatory Commission Washington. D.C. 20555 NRC FIN 82311

Availability of Reference Materials Cited in NRC Publications

Most documents cited in NRC publications will be available from one of the following sources:

1. The NRC Public Document Room, 1717 H Str_eet, N.W. Washington, DC 20555

2. The NRC/GPO Sales Program, U.S. Nuclear Regulatory Commission, Washington, DC 20555

3. The National Technical Information Service, Springfield, VA 22161

Although the listing that follows represents the majority of documents cited in NRC publications, it is not intended to be exhaustive.

Referenced documents available for inspection and copying for a fee from the NRC Public Docu­ment· Room include NRC correspondence and internal NRC memoranda; NRC Office of Inspection and Enforcement bulletins, circulars, information notices, inspection and investigation notices; Licensee Event Reports; vendor reports and correspondence; Commission papers; and applicant and licensee documents and correspondence.

The following documents in the NUREG series are available for purchase from the NRC/GPO Sales Program: formal NRC staff and contractor reports, NRC-sponsored conference proceedings, and NRC booklets and brochures. Also available are Regulatory Guides, NRC regulations in the Code of Federal Regulations, and Nuclear Regulatory Commission Issuances.

Documents available from the National Technical Information Service include NUREG series reports and technical reports prepared by other federal agencies and reports prepared by the Atomic Energy Commission, forerunner agency to the Nuclear Regulatory Commission.

Documents available from public and special technical libraries include all open literature items, such as books, journal and periodical articles, and transactions. Federal Register notices, federal and state legislation, and congressional reports can usually be obtained from these libraries.

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Single copies of NRC draft reports are available free upon written request to the Division of Tech· nical Information and Document Control, U.S. Nuclear Regulatory Commission, Washington, DC 20555.

Copies of industry codes and standards used in a substantive manner in the NRC regulatory process are maintained at the NRC Library, 7920 Norfolk Avenue, Bethesda, Maryland, and are available there for reference use by the public. Codes and standards are usually copyrighted and may be purchased from the originating organization or, if they are American National Standards, from the American National Standards Institute, 1430 Broadway, New York, NY 10018.

ABSTRACT

This paper describes the methodology and application of the computer model CLEAR (Calculates Logical Evacuation And Response) which estimates the time required for a specific population density and distribution to evacuate an area using a specific transportation network. The CLEAR model simulates vehicle departure and movement on a transportation network according to the conditions and consequences of traffic flow. These include handling vehicles at intersecting road segments, calculating the velocity of travel on a road segment as a function of its vehicle density, and accounting for the delay of vehicles in traffic queues. The program also models the distribution of times required by i ndi vi dua 1 s to prepare for an evacuation. In order to test its accuracy, the CLEAR model was used to estimate evacuatlon tlmes for the emergency planning zone surrounding the Beaver Valley Nuclear Power Plant. The Beaver Valley site was selected because evacuation time estimates had previously been prepared by the licensee, Duquesne Light, as well as by the Federal Emergency Management Agency and the Pennsylvania Emergency Management Agency. A lack of documentation prevented a detailed comparison of the estimates based on the CLEAR model and those obtained by Ouquesne Light. However, the CLEAR model results compared favorably with the estimates prepared by the other two agencies.

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CONTENTS

INTRODUCTION •

INFLUENCES ON THE DEVELOPMENT OF CLEAR •

NRC GUIDANCE TRAFFIC FLOW THEORY • • FACTORS UNIQUE TO THE MODEL

METHODOLOGY OF THE CLEAR MODEL • •

DIVISION OF THE EMERGENCY PLANNING ZONE POPULATION INPUT • •

•

MODELING OF THE TRANSPORTATION NETWORK • • IDENTIFICATION OF EVACUATION TREES AND EVACUATION DISTRIBUTION OF VEHICLE POPULATION AND ASSIGNMENT

OF VEHICLE DEPARTURE POSITIONS • SIMULATION OF THE EVACUATION PROCESS

Evacuation Stages and the Loading Function Handling Simultaneous Activities Loading the Link • • •

•

PATHS

Loading the Road Segment • • • •

•

•

•

Advancing Vehicles Along the Transportation Network Handling Traffic at Intersections • • • Random Population Sampling for High-Population Areas

OUTPUT FROM THE CLEAR MODEL

APPLICATION OF THE MODEL: BEAVER VALLEY NUCLEAR POWER PLANT

RESULTS • • • • • • • • • • COMPARISON OF TIME ESTIMATES FROM CLEAR AND OTHER STUDIES EFFECTS OF ASSUMPTIONS USED IN CALCULATING TIME ESTIMATES

CONCLUSIONS

REFERENCES

•

APPENDIX 1: COMPUTER CODE FOR THE CLEAR MODEL

APPENDIX II: FLOW CHART FOR THE CLEAR MODEL

•

•

APPENDIX III: EXAMPLE OF A TRANSPORTATION NETWORK FOR AN EVACUATION

Page

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2 3 3

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4 5 6 6

7 8

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10 14 14 16 16

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18 19 20

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REF-!

1-1

II-I

TREE • • • • 111-1

APPENDIX IV: POPULATION DATA FOR EXAMPLE EVACUATION TREE IV-I

APPENDIX V: CLEAR INPUT FOR EXAMPLE EVACUATION TREE •

APPENDIX VI: CLEAR OUTPUT FOR EXAMPLE EVACAUTION TREE

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V-1

VI-1

FIGURES

1 Zones and Road Segments in the Emergency Planning Zone 5

2 Designation of Evacuation Trees • • 7

3 Incremental Distance Between Vehicles 8

4 Histogram for the Loading Function • 10

5 Order of Events in Processing a Road Segment 1f an Evacuation Tree • 12

6 Velocity Versus Density Function • 15

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ACKNOWLEDGMENTS

The authors wish to acknowledge Jan L. Baer, for assistance as technical editor, Lisa M. Loosveldt, for her typing and support contributions, and Dade W. Moeller, for his thoughtful comments in review of this report.

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INTROOUCTION

Following the accident at Three Mile Island, the U.S. Nuclear Regulatory Commission (NRC) required that each nuclear reactor operator submit an evacua. tion time estimate for an area with a radius of about 10 miles surrounding the plant (NRC, FEMA 1980). Previously, such estimates were prepared only f?r low-population zones (LPZs), which generally extended from only 1 to 6 m1les from the reactor. Because of the small areas and numbers of people involved, evacuation times for LPZs could be estimated using relatively simple models. When NRC increased the area subject to evacuation, these simple models frequently proved inadequate (Urbanik et al., 1980). Consequently, a generic model was needed for estimating evacuation times for relatively large areas and for accurately representing the population, transportation network, and specific characteristics and problems posed by each power plant and the surrounding region.

This paper describes a computer model, designated CLEAR (Calculates Logi­cal Eya~uation And Response), developed by the Pacific Northwest Laboratory (PNL)~aJ to simulate vehicle departure and movement on a transportation net­work in order to determine time estimates for an emergency evacuation. The NRC requested and sponsored the development of the CLEAR model to provide a means of verifying the evacuation time estimates submitted by its applicants and licensees. To date, the CLEAR model has been used primarily as an analytical tool for simulating an emergency evacuation following an accident at a nuclear power plant. However, the methodology is equally applicable to simulating evacuations preceding or following other types of events such as toxic waste spills, toxic gas leaks, fires, hurricanes and other natural or man-made incidents.

In order tO test the model, evacuation time estimates for a power reactor facility and the surrounding area were calculated using the CLEAR model and then compared with time estimates prepared by three other groups using various techniques. The site chosen for this test was the Beaver Valley Nuclear Power Plant in Pennsylvania. The time estimates used for comparison were prepared by Wilbur Smith and Associates under contract to the Federal Emergency Management Agency; the utility company, Duquesne Light, as requested by NRC; and the Pennsylvania Emergency Management Agency. The results of the comparison are discussed in the final section of this report.

In an effort to fully describe the CLEAR model, a copy of the computer code and the corresponding flow chart are provided in Appendices I and II, respectively. In addition, an example of the input and output for a specific transportation network and population distribution is provided in the remaining appendices.

(a) Operated for the Department of Energy by Battelle Memorial Institute.

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FACTORS INFLUENCING THE DEVELOPMENT OF CLEAR

Several factors influenced the development of the CLEAR model. These included the guidance of NRC as set forth in NUREG-0654, Rev. I, Appendix 4 {NRC, FEMA 1980); the basic axioms of traffic flow theory; and specific factors that it was desired to have the program include in order to increase its versatility.

NRC GUIDANCE

Appendix 4 of NUREG-0654 Rev. 1 presents NRC's guidance for studies assessing emergency evacuation times. The methodology used in CLEAR satisfies these criteria, as outlined below.

•

The model uses site-specific population information and transportation networks.

Information on the assumptions used in the model (e.g., automobile occu­pancy,factors, the method of determining road capacities, and the method of estimating populations) is available for analysis.

The input for the model identifies an emergency planning zone (EPZ) with a radius of about 10 miles from the site of the emergency, in accordance with the plume exposure EPZ described in NUREG-0654 Rev. 1. For estimating evacuation times, the procedure for using CLEAR subdivides the EPZ into smaller zones. The model can be used to calculate evacuation times for the individual zones or for simultaneous evacuation of the entire EPZ.

Three potential population groups are considered by CLEAR: Permanent residents, transients, and persons in special facilities. As defined in NUREG-0654 Rev. 1, permanent residents are people residing in the EPZ other than those in institutions. The transient population includes tourists, employees not residing in the area, and other groups visiting within the EPZ. Finally, special-facility residents include those con­fined to institutions such as hospitals and nursing homes. The school population is included in this group.

In accordance with NRC guidance, a map showing the major roads used as evacuation routes (the transporation network) is included with the time estimates. Each road segment is numbered for reference. In addition, a table listing the characteristics of each road segment is included.

The model can be used to calculate evacuation times for both normal and adverse weather conditions. According to NUREG-0654 Rev. 1 Appendix 4, adverse conditions would depend on the characteristics of a specific site and could include flooding, snow, ice, fog, or rain. The effects of adverse weather on a specific EPZ must be severe enough to affect both travel times and road capacities in order to be taken into consideration.

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• To date, the CLEAR calculations have not been used for adverse weather conditions, although this application is within the capabilities of the model.

Appendix 4 of NUREG-0654 Rev. 1 also suggests that the critical assump­tions underlying the calculation of time estimates be identified and that the relative significance of alternative assumptions be analyzed. Such assumptions might include day versus night evacuation conditions, workday versus weekend, peak transient versus off-peak transient, and evacuation of adjacent sectors versus nonevacuation. A discussion of the assump­tions used in CLEAR is presented near the end of this report.

TRAFFIC FLOW THEORY

The computer evacuation model adheres to many of the basic axioms of traffic flow theory by including several functions that handle the conditions and consequences of traffic flow. These include handling vehicles at road intersections, determining the speed of travel on a road segment as a function of vehicle density, simulating the delay of vehicles in traffic jams or congestion, and advancing vehicles on the transportation network.

FACTORS UNIQUE TO THE MODEL

While some of the methodology of CLEAR was dictated by traffic simulation theory and NRC guidance. several aspects of the evacuation plan are unique to the model. The methods for determining the number of vehicles assigned to a road segment and the initial positions from which they are being evacuated, as well as the method for randomly initiating a vehicle's movement. were all developed specifically for this computer model. The method of output, which includes vehicle population as a function of radial distance from the site of the emergency, is also unique to the code used in this model.

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METHODOLOGY OF THE CLEAR MODEL

The Nuclear Regulatory Commission recommends two methods for calculating evacuation times. The first and simplest approach is to assume that events are sequential, i.e., that evacuation does not begin until all persons within the EPZ have been warned and are prepared to leave and that they then leave in an orderly sequence. The total evacuation time for this approach is estimated adding the maximum time for each component or stage of the overall evacuation process {decision, notification, preparation, and response}. This approach tends to lead to an overestimate of the evacuation time.

The second approach, which is used in CLEAR, is more complex. It incor­porates functions to simulate the simultaneous occurrence of the several stages of evacuation. For example, at a given moment some persons may be in the preparation stage while others are in the response stage. This integrated system for interpreting the evacuation process involves more realistic assumptions than the sequential approach, and can result in reduced time estimates. As noted in NUREG-0654 Rev. 1 Appendix 4, however, same functions of this approach must be based on the judgment of the estimators.

In order to represent the evacuation accurately, the computer model CLEAR allows events to occur simultaneously in a continuous time format. By calcu­lating all occurrences on all roads during an increment of time, the model makes it possible to determine the status of all vehicles within various time increments.

The length of the time increment is determined by the shortest road seg­ment in the transportation network. Since no vehicle may pass over more than one road segment during a single increment of time, the time increment fs equal to 99% of the shortest road segment's length (meters) multiplied by the free flow velocity of vehicles traveling on the road segment (meters per second). Consequently, the time increment is small enough not to have any significant effect on the evacuation time estimates and large enough to make the program run efficiently.

The following explanation of the methodology of the CLEAR model includes a discussion of all functions, subroutines, and algorithms used to simulate behavior during an evacuation. The order in which the evacuation events proceed, as well as the handling of all necessary and arbitrary decisions, constitute the theory of the evacuation plan.

The input of data at the beginning of the program enables the generic model to be used to estimate evacuation times for a specific transportation network and population distribution. Because these data are critical to the program's calculations, any assumptions about or transformations of these numbers are significant and are discussed below.

DIVISION OF THE EMERGENCY PLANNING ZONE

In order to discuss the input of the transportation network and popula­tion data, it is first necessary to describe the manner in which the EPZ surrounding a nuclear reactor facility is compartmentalized for purposes of

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analysis. The area, which has a radius of 10 miles from the facility, is divided into eight 45° sectors that are identified by geographical direction: north, northeast, east, southeast, south, southwest, west, and northwest (see Figure 1). Within each sector, three zones are identified by their radial distance from the reactor facility: one zone extends from the reactor to the 2-mile radius, one from the 2-mile to the 5-mile radius, and one from the 5-mile to the 10-mile radius. Thus the total EPZ consists of eight sectors of three zones each, or a total of 24 zones. In addition, areas in an emergency planning zone may extend beyond ten miles from a reactor facility. These areas can be included as additional zones for calculations using the CLEAR model. This arrangement complies with NRC's guidelines (NRC, FEMA lgso), and provides flexibility and accuracy in determining the evacuation time estimates.

POPULATION INPUT

With the zone network defined, an estimation of the population density for each zone in an EPZ is obtained from current U.S. Bureau of Census reports, as well as from the data provided by nuclear power plant applicants or licensees in their response to NRC's request for evacuation time estimates. In cases where the data from these two sources do not agree, best efforts are made to establish the population on the basis of supplementary information. For example, when known population statistics cover an area in u10re than one zone or extend beyond the EPZ, the population may be considered to be evenly distributed over the area or may be weighed according to the location of specific townships.

•

' ' ' (

-·-· IN"IERSEC"TI..c; SEGNlNT

•••··• LINK Of ROAD SEGNlNT

rt I / ' ,,· \

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FIGURE 1. Zones and Road Segments in the Emergency Planning Zone

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In addition to representing the general population distribution, the com­puter model also includes an independent special-traffic generator that accommodates schools, factories, hospitals, prisons, and other large population contributors. This routine allows satisfaction of NRC's requirement that special facilities be represented in the evacuation time estimates.

MODELING OF THE TRANSPORTATION NETWORK

In conjunction with the detailed representation of the population, the transportation network around a nuclear power plant is also modeled specif­ically. The initial step in preparing a transportation network is to con­struct a map of the roads in the EPl. The 24-zone network is then placed over the map, and road segments are identified as follows (see figure 1): 1) a road segment ends and another begins at every road intersection; 2) for the purpose of tracking population density, one road segment ends at the boundary of one zone and a new one begins in the next zone; 3) when a road continues for a long stretch in one zone without being intersected, it may be divided into two or more road segments so that population can be tracked accurately in relation to radial distance from the reactor facility. For program efficiency, the maximum length of a road segment is about 3600 meters and the minimum length is about 300 meters for a small time increment ( "'12 seconds).

The characteristics of a road segment that affect the evacuation time are then input as data for a specific site. This information includes each road segment's length, number of lanes, free flow speed, relative position in terms of radial distance from the reactor, the next road segment on which vehicles will travel (the link), and possible intersecting routes. Finally, a direction for evacuation and the number of outbound lanes are assigned to each road segment.

IDENTIFICATION OF EVACUATION TREES AND EVACUATION PATHS

The entire EPZ transportation network is next divided into evacuation trees. Each evacuation tree is a system of interacting road segments with at least one exit from the EPZ (see Figure 2). Every road segment in an evacua­tion tree is dependent upon or interacts only with other road segments in that evacuation tree. The evacuation time estimated for a single evacuation tree may or may not determine the evacuation time estimate for an entire EPZ.

An evacuation tree may contain roads from a number of zones. An evacuation tree need not contain all the road segments in a zone, however, it does contain those road segments that interact. The evacuation time estimate for a particular zone can be determined by analyzing all evacuation trees containing road segments in that zone.

When an evacuation tree has been isolated, the remaining road segment parameters can be determined. Each road segment is given a number for iden­tification. The link and intersecting segments for each road segment are also input as numbers. The input for an evacuation tree, therefore, becomes a numerical system.

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'

FIGURE 2. Designation of Evacuation Trees

An evacuation path for each road segment will later be established by determining the traffic routes for the quickest evacuation. Since an evacua­tion path must be programmed into the computer model, the first such path is determined by a "shortest- route" approach. In effect, each road segment usually has one shortest path to the outer edge of the 10-mile radius, and this path becomes the initial input route. If two or more equally short evacuation routes exist for a road segment, then one is arbitrarily chosen. After the initial run of the computer model, the programmer has a better knowledge of where difficulties or delays arise in the evacuation plan and can reduce the traffic on the road segment by directing vehicles to alternate routes. Eventually, detailed information on each road segment becomes avail ab 1 e.

DISTRIBUTION OF VEHICLE POPULATION AND ASSIGNMENT OF VEHICLE DEPARTURE POSITIONS

After data on the population and the transportation network for a partic­ular zone in an evacuation tree have been entered into the program, the number of persons assigned to each road segment can be calculated. Dividing the length of a specific road segment by the total length of all road segments in the zone determines the fraction of the zone's vehicle population that may be served by that road segment. The starting positions of vehicles on the trans­portation network are determined by the length of the segment rather than its vehicle capacity. If the vehicle capacity of a road segment rather than the length of a road segment were used to distribute the population, then some road segments would begin with a disproportionate number of vehicles.

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After the vehicle population of a road segment has been determined, the vehicles are assigned a departure position along the road segment. This pro­cedure ensures an even population distribution over the road segment and incorporates a random number generator to ensure a random evacuation process.

The length of the road segment is divided by the number of vehicles assigned to it. The result is a unit length or i ncremental distance separating the vehicles. The random number generator arbitrarily selects positions to which specific numbers are assigned . The vehicles thus appear evenly spaced from the beginning of the road segment, but are numbered in a random order (see Figure 3}.

SIMULATION OF THE EVACUATION PROCESS

The method of advancing vehicles along the transportation network is critical to the estimation of evacuation times. After the data for the trans­portation network and population distribution have been entered into the program, the number of vehicles per road segment determined, the positions of the vehicles assigned, and the time increment established, the CLEAR model begins to simulate the evacuation process.

Evacuation Stages and the Loading Function

Evacuation time represents the interval from the detection of an inc ident that ultimately requires evacuation to the end of the period required for individuals to physically move out of the area. However, there are several stages before a population group is ready to begin its movement. Decision time is the time between the detection of an incident and the moment a deci­sion is made by an individual authorized to order an evacuation. The time

BEGINNING OF ROAD SEGN£NT

FIGURE 3. Incremental Distance Between Vehicles

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required to notify all individuals within the EPZ of the need to evacuate is called notification time. Preparation time is that required for individuals to prepare to evacuate the EPZ. These three components together with response time, the time necessary for individuals to physically move out of the EPZ, constitute the evacuation time (Urbanik et al., 1980). However, evacuation time estimates only include notification, preparation, and response time estimates (NRC, FEMA 1980).

In an area designated for evacuation, there is a distribution of times for each of the components of evacuation time just described. For the purpose of simulating the departure rate of the evacuees, a loading function in the CLEAR model determines the percentage of the population initiating their evacuation during a given increment of time based upon the notification and preparation time curve given in NUREG-0654 Rev. 1. The evacuation time estimates for the CLEAR model are, therefore, a summation of the notification, preparation, and response times plus the decision time. If appropriate, then some notification or decision time may be added to the evacuation time estimate generated by the CLEAR model.

The loading function in the computer model uses two input variables to determine the rate of departure of the vehicles. The first variable estimates the overall time it takes for all individuals to begin evacuating by estab­lishing a maximum departure time. This represents the maximum notification time plus the slowest preparation time for any individual.

The second variable determines the rate and distribution at which indi­viduals begin their evacuation within the maximum departure time. This variable represents the percentage of the population within the entire EPZ that begins its evacuation before one-fourth of the maximum departure time has transpired. According to this function, which describes a histogram, 25% of the remaining population leaves during the second quarter of the maximum departure time, 50% departs during the third quarter, and 25% leaves during the last quarter. Therefore, the function with a variable fraction equal to one-tenth would be represented as the histogram shown in Figure 4.

Handling Simultaneous Activities

The activities on all road segments during any one increment of time occur simultaneously in theory, but the model looks at only one road segment at a time. For each evacuation tree, the model analyzes all the road segments in a zone, one at a time. When all the road segments for that tree in a par­ticular zone have been processed, the road segments in the next zone are analyzed. All zones that have road segments in the evacuation tree are processed in groups. First are those between the 2-mile radius and 5-mile radii; next are those between the 5-mile and the 10-mile radii; and finally any zones beyond the 10-mile radius are processed. Road segment information flags are used to ensure that each road segment in an evacuation tree is processed only once during each increment of time.

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U5 1- FRACTION 2

z 0 1-

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::::::1 0.. 0 0.. U3 ...J ct:

1 - FRACTION s 1- FRACTION 1- 4 4 u... 0 U2 z 0

t; Ul ct:

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0 ~~~~~~~~~~~~~~~~~~~~~~~~~LJ

0 25 50 75 100

PERCENTAGE OF MAXIMUM DEPARTURE TIME

FIGURE 4. Histogram for the Loading Function

Loading the Link

Having selected a road segment in a particular zone for processing, the CLEAR model begins preparing for vehicle movement by determining whether the link of the road segment being processed has been loaded for this increment of time. A road segment, intersecting segment, or link segment is loaded when the specified number of vehicles scheduled to begin their evacuation from that segment during a particular time increment has been assigned starting positions and occupies space on the segment. Loading is a separate process from advancing along the transportation network, although both steps may occur for a single vehicle during the same increment of time.

In order for the model to represent the simultaneous occurrence of several evacuation stages accurately, the link of a road segment must be loaded before the vehicles on the road segment itself can be set in motion. If vehicles from a road segment advanced along the transportation network during an increment of time, then some of the vehicles could continue onto the link of the road segment. When the model later loaded the link for the same increment of time, there would already be vehicles on the link that had come from the initial road segment. Vehicles compete for available space on the transportation network; therefore, vehicles moving from the road segment to the link before the link is loaded would give an advantage to vehicles on the road segment. The link of the road segment is therefore loaded before vehicles on the road segment itself are moved. When vehicles are loaded on the link, they assume a starting position and occupy space on the link, but they are not advanced along the transportation network until the link itself is processed as a road segment.

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According to the structure of the transportation network, the order in which the road segments of an evacuation tree are loaded can vary. In order for the model to represent accurately simultaneous occurrences, it is critical that a road segment be loaded before the vehicles on the road segment itself are set in motion. Two examples are shown in figure 5.

If the link has not been loaded for the current increment of time, the program tests to determine whether the elapsed time is greater than the maxi­mum departure time. Since all vehicles will have been loaded by the maximum departure time, the loading procedure is not used after that point. If the link has not been loaded and the increment of time under consideration precedes the maximum departure time, then the number of vehicles scheduled to be loaded is transferred from the random queue into the loading queue.

The queue System

The random queue lists the vehicles on a road segment with a random star­ting position, as designated by the random number generator discussed earlier. The loading queue lists the vehicles that have been loaded but have not yet begun their movement within the transportation network. The selection of which vehicle should be loaded is unbiased because the vehicles are selected in numerical order from the random queue.

The loading queue is one of two types of delaying queues used by the model to hold and account for vehicles that are not advancing on the trans­portation network during a given increment of time. The second type of delay­ing queue is the back-up queue, which is used to handle traffic jams and is based on link capacity and maximum allowable density.

Link capacity affects the queueing of vehicles on a road segment. The basic figure for maximum allowable density is determined using the link capacity in units of vehicles per hour per lane and a minimum speed of 15 mph, which is an input variable. The maximum allowable density on a road segment, equated with effective vehicle length in the code, determines the space a vehicle occupies at the density at which vehicles begin to queue (46.59 feet). This occurs at the selected minimum velocity of travel on a road segment of 15 mph. While 15 mph is the minimum speed for moving vehicles on a road segment, the effective operating speed for queued vehicles is less than 15 mph.

When one effective vehicle length for a single vehicle is added to the total effective vehicle lengths for all vehicles on a road segment and the sum exceeds the length of the road segment, then the vehicle is placed in a back­up queue. This simulates the situation that would exist when the addition of a single vehicle to a road segment would cause the volume of traffic to exceed the total capacity for the road segment. Once placed in a back-up queue at the beginning of the road segment, a vehicle cannot continue its evacuation until there is adequate space for it on the road segment.

For each road segment during each increment of time, the CLEAR model forms a combined list of vehicles from those in the loading queue and those that may exist in a back-up queue. This combined list, or total queue, is

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.. , 3 ••• ~ 2 .. ~

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8

• •• I ., •

ORDER OF EVENTS

TO PROCESS ROAD SEGMENT NO. 1: A. B. c.

TO PROCESS ROAD SEGMENT NO. 2: A. B. c.

TO PROCESS ROAD SEGMENT NO. 3: A. B. c.

TO PROCESS ROAD SEGMENT NO. 4: A. B. c.

TO PROCESS ROAD SEGMENT NO. 5: A. B. c.

TO PROCESS ROAD SEGMENT NO. 6: A. B. c.

LOAD ROAD SEGMENT NO. 5 LOAD ROAD SEGMENT NO. l ADVANCE VEHICLES ON RS NO. l

LOAD ROAD SEGMENT NO. 4 LOAD ROAD SEGMENT NO. 2 ADVANCE VEHICLES ON RS NO. 2

RS NO. 4 HAS BEEN LOADED LOAD ROAD SEGMENT NO. 3 ADVANCE VEHICLES ON RS NO. 3

RSNO. 71SANEXITLINK RS NO. 4 HAS BEEN LOADED ADVANCE VEHICLES ON RS NO. 4

LOAD ROAD SEGMENT NO. 6 RS NO. 5 HAS BEEN LOADED ADVANCE VEHICLES ON RS NO. 5

RS NO. 8 IS AN EXIT LINK RS NO. 6 HAS BEEN LOADED ADVANCE VEHICLES ON RS NO. 6

FIGURE 5. Order of Events in Processing a Road Segment {RS) in an Evacuation Tree

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used to add vehicles to a road segment. A decision block tests whether the addition of one vehicle from the total queue would exceed the total capacity of the road segment. If so, then the vehicle remains in its loading or back­up queue and is included in the total queue formed during the next increment of time.

During the formation of the total queue, a priority for loading or con­tinuing the evacuation movement is established in the total queue. Since a traffic jam on a road segment disperses from the end to the beginning of a road segment and the vehicles in the loading queue are ahead of those in the back-up queue, the vehicles in the loading queue are given priority to advance on to the road segment when an adequate opening develops. Therefore, the total queue lists vehicles in a specific order. Vehicles from the loading queue are listed chronologically in order of their placement into that queue, and are followed by ve.hicles in the back-up queue. Although vehicles are transferred from the random queue to the loading queue only before the end of maximum departure time, the CLEAR model attempts to add queued vehicles from the loading and back-up queues to the transportation network during each increment of time until the evacuation is completed.

Assessing the Vehicle Capacity of the Link

Before adding vehicles to the link, a decision block tests whether the addition of one more vehicle would exceed the capacity of the link, as deter­mined by its maximum flow rate. The maximum flow rate of a segment is cal­culated using the minimum velocity. Since the minimum speed is assumed to be the slowest rate of travel occurring on the transportation network, the effective vehicle length at that velocity is the minimum space a moving vehicle could ever occupy. The total capacity of a road segment is calculated, therefore, by dividing the product of the road segment's total length (meters) and number of lanes by a vehicle's effective length at the minimum speed of travel.

If there is room on the link segment for the addition of one more vehicle, then the first vehicle in the link's total queue is added to the link's list of moving vehicles. The list of moving vehicles contains all those in motion or advancing on a given road segment. After the vehicle is moving, it is deleted from both the total queue and the loading or back-up queue from which it originated.

A subsequent test is made to determine whether any vehicles are left in the total queue. If there are, then the code determines whether the addition of yet another vehicle to the link would exceed its capacity. Vehicles continue to be added to the link's list of moving vehicles until either the capacity of the link is full or the total queue is empty.

Velocity of Travel as a Function of Vehicle Density

Because the addition and deletion of vehicles from a road segment alter the density of traffic, they also affect the velocity of travel on the road segment. With the addition of a vehicle to the link, the velocity of travel

13

for the link must be recalculated according to its new traffic density. This is accomplished using a velocity versus density function.

A subroutine changes the velocity of movement on a road segment after the number of vehicles on it exceeds some percentage of the maximum density of the link based on the current speed. Until the traffic density reaches that point, the velocity of travel is assumed to be constant at the free-flow or nominal value. The percentage used represents the point at which free flow is no longer possible on the road segment. Once this point is reached, vehicle speed decreases linearly as traffic density increases until the maximum density is reached at the minimum speed of 15 mph (see Figure 6). When the traffic reaches the maximum density, any additional vehicles are placed in a back-up queue at the beginning of the road segment. Vehicles in this back-up queue can continue their evacuation only when there is adequate space for them on the road segment.

According to this function, the velocity of travel on a road segment ranges from the free-flow or nominal speed down to the selected minimum speed. For a given road segment, the velocity of travel can be calculated as follows:

Velocity of travel = (Free-fl CM x rate

In other words,

Autos Lanes x Miles) (Lane •hour X ...

or

Autos (Lane •Secondx Lanes x Meters)

Loading the Road Segment

...

N.Jnber x of lanes

Autos +

Autos +

Length of segrent)

Miles Hour

Meters second

OJrrent N.Jnber t of vehicles

After the velocity of travel on the link segment is calculated for t1e new traffic density, the loading status of the current road segment is checked. The procedure for loading and setting vehicles in motion on the road segment is the same as that described for its link. Since it is possible that the current road segment is the link for another road segment that may have already been processed (see Figure 5), it is important to check whether the road segment has already been loaded for this increment of time.

Advancing Vehicles Along the Transportation Network

Upon completion of the loading sequence for both the link and the road segment, the CLEAR model is prepared to simulate the advancement of vehicl es through the transportation network. The moving vehicles on each road segment

14

FREE FLOW VELOCITY~------.........

* *EXCESS VEHICLES ARE PLACED INTO BACKUP QUEUES

0~--------------------------------------------------------------~ 0 100

PERCENTAGE OF MAXIMUM DENSITY

FIGURE 6. Velocity Versus Density Function

are listed in a queue with their specific position on the road segment. Every vehicle is processed in an attempt to advance it along the network once during each increment of time.

Because a vehicle may advance from a road segment to its link during an increment of time, the first decision block assesses the vehicle information flags to determine whether a given vehicle has already been advanced from another road segment during the current increment of time. If the vehicle has already been processed for this increment of time, then the next vehicle in the list of moving vehicles is tested. If the vehicle has not been processed, then the next decision block calculates how far the vehicle can travel during this increment of time.

If the advancing vehicle stays on the road segment, then its new position is recorded and the next vehicle is processed. If the vehicle has sufficient time to advance onto the link of the road segment, it is advanced to the beginning of the link and several conditions are tested. If another road intersects where the road segment and its link meet, then a function is used to allocate openings on the link according to the demands of the two intersec­ting roads.

15

Handling Traffic at Intersections

According to traffic flow theory, the type of control methods used at an intersection is determined by the relative priorities of the intersecting road segments. The CLEAR model calculates the advancement of vehicles through an intersection according to the relative vehicle densities of the intersecting road segments rather than the type of control used at the intersection. The model attempts to simulate the traffic flow obtainable with an evacuation traffic management plan rather than modeling a specific control at each intersection in the EPZ. This approach is unique to this model.

While the density of each road segment is used to determine traffic priorities at an intersection, it is still the capacity of the link beyond the intersection that ultimately controls the flow of traffic. The number of openings available on the link is determined by subtracting the number of moving vehicles from the capacity of the link. A percentage of the number of openings on the link is then allocated to each of the two intersecting road segments according to their relative priorities.

The CLEAR model handles an intersection of three or more road segments by analyzing just two at a time. Although this could allow slightly more vehi­cles to advance from the road segment processed first, the total number of vehicles advancing onto the link does not change. The capacity of the link remains the limiting parameter controlling the advancement of vehicles through an intersection.

In two situations, a vehicle may reach the beginning of a link before the end of an increment of time but will be unable to advance onto the link seg­ment. This can occur when there is insufficient room on the link, or when the addition of a vehicle would exceed the number of vehicles allocated to the link segment according to the intersection condition.

The advancement of each moving vehicle on the road segment is analyzed individually. If a vehicle leaves the road segment and proceeds onto its link, the speed on the road segment is recalculated according to the number of moving vehicles remaining on the road segment.

When as many vehicles as possible have been advanced and the velocity of travel for the remaining vehicles on the road segment has been recalculated for this increment of time, the road segment has been processed completely for this time interval. Consequently, the code proceeds to the next road segment scheduled to be processed for this increment of time. Should there not be any more road segments in the zone currently being processed, the code moves to the next zone. When the moving vehicles on the road segments in all zones have been processed for the current increment of time, road and vehicle infor­mation flags specific to this increment of time are removed.

Random Population Sampling for High-Population Areas

The CLEAR model converts from a total-popul ation model to a random sample calculation by changing specific parameters to allow the model to simulate the expected events of an evacuation using a smaller percentage of the population. This

16

enhancement allows the CLEAR model to calculate evacuation time estimates for high population areas that would ordinarily exceed the memory size of small computers. Some parameters that are altered include vehicle occupancy, effective vehicle length and density. When the number of individuals per vehicle is enlarged beyond the actual figure, the same percentage increase of the effective vehicle length has a cancelling effect. It is possible, therefore, to calculate the evacuation time estimate for the total population by analyzing a fractional random sample. For the critical evacuation tree tested, the evacuation time estimate did not change until the random sample was less than 16.67% or 1/6 of the total population.

OUTPUT FROM THE CLEAR MOOEL

The output from the CLEAR model can be printed at variable increments of time. Since the increment of time used for processing may be relatively short (~12 seconds), it may be desirable to print out a status report on the advanc­ement of vehicles over longer periods of time, perhaps every 5 minutes.

The output registers the position and state of all vehicles in the EPZ for that instant. In essence, the output is a picture of the vehicles on the transportation network at that one moment. The output begins with the initial vehicle population for the EPZ and the time elapsed in total seconds, as well as in hours, minutes, and seconds. The output continues with the vehicle population on each road segment and in each queue in an evacuation tree in each of the eight possible zones within the 2-mile radius. After the vehicle population has been recorded for each road segment in a zone, the total vehi­cle population for that zone is 1 isted. When the information for all zones within the 2-mile radius containing road segments on that evacuation tree has been recorded in this manner, the total vehicle population for these zones is printed as the vehicle population within the 2-mile radius.

The vehicle population is registered in this manner for the road segments and zones of the entire EPZ. The vehicle population within the 5-mile radius is the sum of the vehicle populations in the eight zones between the 2-mile radius and the 5-mile radius and the vehicle population in the eight zones within the 2-mile radius. Similarly, the total vehicle population in the EPZ is the sum of the vehicle populations in all 24 zones within the 10-mile radius plus any additional zones outside the 10-mile radius being modeled.

The output also includes a table of the vehicle population as a function of radial distance from the nuclear facility. in mile increments. Therefore, the approximate vehicle population in each of the ten or more 1-mile-wide annulus comprising the EPZ is recorded for each increment of time. In addi­tion, the output includes the percentage of vehicles contained in each radial increment relative to the initial vehicle population and to the total vehicle population remaining in the EPZ. Finally, the output registers the remaining vehicle population and the initial vehicle population for comparison.

Each time the vehicle population within the EPZ registers above zero, a new time increment is added to the present time and the code returns to process the road segments in all zones for another increment of time. When the vehicle population within the EPZ is zero, the evacuation has been completed, and the elapsed time is the evacuation time estimate.

17

APPLICATION OF THE MODEL: BEAVER VALLEY NUCLEAR POWER PLANT

The CLEAR model was used to calculate an evacuation time estimate for an EPZ with a radius of 10 miles surrounding the Beaver Valley Nuclear Power Plant in Pennsylvania. The estimate was then compared with those prepared for this facility by three other groups: Wilbur Smith and Associates, a con­tractor to the Federal Emergency Management Agency (FEMA); Duquesne light, the utility operating the power plant; and the Pennsylvania Emergency Management Agency (PEMA).

The population information used as input to the program was compiled from two sources: 1) the study by Wilbur Smith and Associates, whlch 1 isted a value for the total population in the EPZ, and 2) the report submitted to NRC by Duquesne Light, which included a map of population densities by zones. Because the zones used by Duquesne Light did not correspond exactly to those used in CLEAR, the population information was altered slightly to fit the input format for CLEAR. A population figure was used for each of the 24 zones within the Beaver Valley EPZ.

The transportation network in the Beaver Va 11 ey EPZ was developed for input into CLEAR using 7.5 minute (l :24,000) U.S. Geological Survey (USGS) maps of the area. Once the road segments and their direction of evacuation had been identified and defined, each segment was assigned parameters includ­ing length, number of lanes, radial distance from the plant, link, and pos­sible intersecting segments. Because the USGS maps presented a complete picture of the transportation system, the network could be separated or divided into evacuation trees according to interacting segments.

RESULTS

The evacuation time estimate calculated by CLEAR for the 10-mile-radius t:PZ surrounding the Beaver Valley Nuclear Power Plant was 235 minutes (3 hours and 55 minutes). The slowest evacuation tree, which includes one major inter­section with very large demands placed on it, had a time estimate of 205-notification decision minutes (3 hours and 25 minutes). This time plus the 3D-minute time results in the overall evacuation time. Evacuation time estimates for the other 17 evacuation trees ranged from 120 to 200 minutes.

The model also calculated time estimates for evacuating areas with radii of 2 and 5 miles within the EPZ. The estimate for an area with a radius of 2-miles around the power plant was 145 minutes. Some zones in this area had evacuation time estimates ranging from 120 to 125 minutes. The area with a radius of 5 miles around the Beaver Valley plant had an evacuation time esti­mate of 150 minutes. Specific zones within the S-mile radius had evacuation time estimates ranging from 120 to 140 minutes.

According to the data, most evacuation trees in the Beaver Valley EPZ contained intersections that caused a delay in the evacuation process. [n one-third of the zones, the traffic queues increased evacuation times by 5 to 125 minutes. In two-thirds of the trees, however, the queues formed at

18

intersections or on small road segments dissipated before the maximum departure time {largest notification time plus longest preparation time). In most of the zones, the evacuation time estimated was the sum of the decision­notification time (30 minutes), the maximum departure time (90 minutes), and the response or travel time (5 to 35 minutes).

COMPARISON OF TIME ESTIMATES FROM CLEAR AND OTHER STUDIES

The evacuation time estimate calculated by CLEAR for the 10-mile EPZ was within 5% of that reported by Wilbur Smith and Associates (Wilbur Smith and Associates 1980). The FEMA contractor estimated an evacuation time of 243 minutes for the Beaver Valley EPZ (see Table 1).

The CLEAR calculations were also compared with those prepared recently by the state of Pennsylvania in developing their own evacuation time estimates. The Pennsylvania Emergency Management Agency interviewed numerous local policemen and officials, state policemen, and state traffic engineers to iden­tify the troublesome areas in the Beaver Valley EPZ. In addition, PEMA conducted onsite field studies to determine the evacuation rate. After equating several variables used to determine evacuation time estimates were equated, the PEMA and CLEAR time estimates also proved to be within 5%.

One assumed variable that originally differed between the PEMA and the CLEAR evacuation time estimates was the number of vehicles per lane hour. The calculations used in CLEAR assumed that during a predominantly outbound evacuation approximately 1700 vehicles could pass through one lane in 1 hour. An extremely conservative figure of 750 vehicles per lane•hour was used by PEMA. The 950-vehicle difference between the CLEAR figure and the PEMA figure resulted in the evacuation time estimates initially being significantly different. When an adjustment was made to account for this difference, the CLEAR evacuation time estimate was within 5% of that developed by the PEMA.

TABLE 1. Comparison of Evacuation Time Estimates for the Beaver Va 11 ey Erne rgenecy Planning Zone.

Evacuation Time in Minutes Estimated bt AREA CLEAR(a} FEMA(b} PEMA(c} Licensee( d)

360°, 2-Mile Radius 145

360°, 5-Mi 1 e Radius 150

360°, 10-Mi l e Radius 235 243 420 270

{a) Only CLEAR calculated time estimates for the 2-mile and 5-mile radii with­in the EPZ.

( b}

( c} (d)

Estimated for the Federal Emergency Management Agency by Wilbur Smith and Associates (Wilbur Smith and Associates 1980). Pennsylvania Emergency Management Agency. Duquesne Light (Duquesne Light Company 1980).

19

Other variables that may have caused differences between the CLEAR and PEMA evacuation time estimates include the population input, the evacuation pathways used in the transportation network, the function used to initiate vehicle movement, and the re 1 at i ve velocity of trave 1 on a road segment. The differences in vehicle movement resulted primarily because the resources used to identify the zone populations for input to CLEAR were not exact. The total population used for all four models, however, was within 10%. The input of road network pathways was an arbitrary decision, although it was calculated based upon the best information available.

The primary transportation network differences resulted from different interpretations of the USGS map. There were, however, no serious omissions or differences between the CLEAR and PEMA road networks. One difference in the estimates centered on when vehicles would begin their movement onto the road networks. The PEMA calculations did not include preparation time. Because PEMA considered all populations as leaving concurrently at the time of notification, they did not stagger vehicle departure as was done in the CLEAR model. Similarily, the PEMA calculations held the velocity of travel on all roadways fixed at 35 mph throughout the entire evacuation, whereas the CLEAR model used a function to continually adjust the velocity versus density relationship.

The CLEAR model identified two major intersections within the EPZ that would cause significant delay. Based on its interviews with traffic engineers, PEMA also concluded that these two intersections would be troublesome. In its evacuation calculation, PEMA indicated that a signifi­cantly large number of vehicles would pass through these intersections and cause a serious delay. However, only CLEAR was able to calculate the size and duration of the potential traffic holdups.

In comparison to the 243-minute evacuation time calculated using CLEAR, an estimate of 270 minutes was reported by Duquesne light {Duquesne Light Company 1980). A lack of documentation prevents a detailed comparison of the results of CLEAR and those reported by Duquesne Light (Urbanik 1980). One speculation as to the 35-minute difference {<13%) concerns the population being evacuated. If the licensee considered the evacuation incomplete until all hospitals had been evacuated, the final time estimate would be higher than that calculated by CLEAR because hospital patients are the slowest evacuees. Because the CLEAR time estimates consider only the general public (or about 100% of the total EPZ population), it is not unrealistic for the CLEAR estimates to be lower.

EFFECT OF ASSUMPTIONS USED IN CALCULATING TIME ESTIMATES

Although the evacuation time estimates calculated by CLEAR for Beaver Valley agree with the results reported by FEMA and PEMA, further calculations were made to determine the significance of the assumptions used in estimating evacuation times. In order to test the sensitivity of the evacuation time estimate to assumed notification and preparation times, an evacuation time was calculated by CLEAR for the critical {235-minute) tree using maximum departure times of 10, 40, and 90 minutes. The resulting evacuation times were 135, 135} and 235 minutes, respectively. An analysis of how the asswned departure

20

tlmes affect the flow of traffic indicates the significance of vehicle density and the extent to which traffic queues delay the traffic flow: although the maximum departure times (of 10 and 40 minutes) differed by 30 minutes, the evacuation times were the same because the vehicles were delayed in notifi­cation and preparation in one case and in traffic queues in the other. For the 235 minute evacuation, it appears that vehicles were delayed both in the notification and preparation stages and later in traffic queues. This trend would be quite significant if it were generally applicable to evacuation times for other EPZs.

Although the maximum departure time incorporated into the CLEAR model closely agrees with that outlined by FEMA, uncertainties surrounding these critical variables remain (NRC, FEMA 1980). Because the notification and preparation times are much greater than the travel time, the accuracy of the evacuation time estimates depends heavily on the values assumed for these key factors.

The evacuation time estimates for some of the more heavily populated evacuation trees were calculated using a random population sample rather than the entire population. The random sample used for the high-population areas in the Beaver Valley EPZ was one-third the actual population. The use of a random sample enabled the time estimate to be calculated on a small computer.

21

CONCLUSIONS

The value of the CLEAR model lies in its ability to calculate realistic evacuation time estimates. The model provides estimates using realistic hypotheses in current traffic flow theory. For this reason, the resulting estimates are generally slightly lower than those producted by other, more conservative models. While a licensee may prefer a conservative approach to assure that his time estimates are not less than those that would actually be required for an evacuation, the availability of models for developing realistic estimates is essential for making decisions relative to the selection of alternative plant sites, reviewing the risks associated with existing plants, and in estimating the actual consequences to an evacuating population.

Advantages of the CLEAR model include its ability to model site specific components of evacuation time and its ability to identify troublesome areas within an EPZ. In addition, the model can be relatively inexpensive to run because it does not necessarily require a large memory space, if suitable systems programs are available.

Applications of the CLEAR model have shown that assumptions concerning specific parameters can have a significant effect on the estimates of evacuation times. These parameters include notification and preparation time, free flow speed, and road segment capacity.

The results of the application of the CLEAR model to the Beaver Valley site reveal the need for work to establish additional criteria for acceptable models. Guidance is needed in determining appropriate values for traffic flow characteristics, the number of persons per vehicle, and notification and preparation times. Until such guidance is available, it will be difficult to make comparisons of overall evacuation ti1ne estimates produced by the various models currently available.

21

REFERENCES

Urbanik, T. 1980. ~An~~An~a~l~y,s~i~s_o~f~E~v~a~c~u~at~l~·o~n~T~i~m~e,E~s~t~i~m~a~t~e~s~A~r~o~u~n~d~52~N~u~c~l~e~a~r Power Plant Sites, Volume 1. NUREG/CR-1856, U. S. Nuclear Regulatory Commission, Washington, D. C.

Urbanik, T., A. E. Desrosiers, M. Lindell and C. Schuller, 1980. Analysis of Techniques for Estimating Evacuation Times for Emergency Planning Zones. NUREG/CR-1745 BHARC-401/B0-017, U. S. Nuclear Regulatory Commission, Washington, D. C.

U. S. Nuclear Regulatory Commission, and Federal Emergency Management Agency (NRC, FEMA), 1980. Criteria for Preparation and Evaluation of Radiological Emergency Response Plans and Prepardness in Support of Nulcear Power Plants. NUREG-0654 FEMA-REP-1, Rev. I, Washington, D. C.

Duquesne light Company. 1980. Study Report for the Beaver Valley Power Station - Evacuation and Mass Notification. Pittsburgh, Pennsylvania

Wilbur Smith and Associates. 1980. Volume III An Independent Assessment of Evacuation Times for Beaver Valley Nuclear Power Plant. Prepared for Federal Emergency Management Agency.

REF-I

APPENDIX 1: COMPUTER CODE FOR THE CLEAR MODEL

The material following in this appendix is the actual lines of computer code comprising the CLEAR model. This code is compatible with the RTE FORTRAN 4X comp1ler which conforms to the American National Standard Institute FORTRAN IV specifications as described in the ASA publication X3.9-1966 (FORTRAN 66), with only a few exceptions. The CLEAR code has been used successfully on both Hewlett-Packard and Digital machines.

1-1

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1-2

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l-3

0119 0120 c 0121 0122 c 0123 0124 c 012S 0126 c 0127 c 012!3 c 0129 0130 c 0131 0132 c 0133 0134 c 0135 0136 c 0137 0138 c 0139 0140 c 0141 0142 c 0143 0144 c 0145 0146 c 0147 0148 c 0149 0150 c 01S1 0152 c 01S3 0154 c 01SS 0156 c 01'=>7 0158 c 0159 0160 c 0161 0162 c 0163 0164 c 0165 0166 c 0167 0168 c 0169 0170 c 0171 0172 c 0173 0174 c 0175 0176 c 0177 0178 c

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LEN(49),

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1-4

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Pl'IPULATlDN DF {\ ROAD ZNRO(M,J)

LENGTH OF ROAD ZNWD<M,Jl

RADIAL D:t.STANLT 01 ZNI~D<M,J)

POPULATlDN [jY 1-:ADI AL D'lSTANCE

NUMBER Of LANI !'!ON ZNI~D(M,Jl

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NOMINAL VELOCITY OF ZNRD<M,Jl

ACTUAL VFLOCITT OF· TRAVI 1 DN ROAD

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f-"LAGS LOADING 1"01~ EACH Dl'·l r

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USED ro REll~JT VUI FOI~ IRNfl SELECT

REFERS TO A SPfCII'lC ROAD'S QUEUE

NUMBER OF VE'H:Jt:L[~·; IN RANPI'lM QUI::UF

FLAGS THA r NI~AN EXISTD (. Nl , 0)

NUMBER OF VEHl Cl ES IN U:lAil rNG QIJfUI""

FLAGS THAT NlflH EXJST~'i <.Nt .Ol

NUMBER llF VEH I t::L E!'i IN Bf>.CK. UP QUEUI:'

FLAGS NBAC EXl STS (. Nl ... 0)

NUMBER 01'· VEH~> IN LOAD .... BHCK t~UEUI'

F'LAGS NTDT EXl STS ( .NI . 0)

OUTPUT FILE

0179 OHIO C OHI1 (; 01H2. C 0 18"3 OHI4 l 0 0 18S C OHIO C (1187 0188 c 0Hl9 C 0190 0191 0192 0193 0194 019S 0196 c 019'7 0198 01.99 0200

c c

c c

>S

0201 0202 0203 0204 020S 0206 0207 0208 0209 0210 0211 0212 0213 0214 021S 0216 0217 021.8 0219 0£>20 0221. 0£>22 02;_~3

0224 022S 0226 0227 02(~8

0229 0230 0231 0232 tl233 0234 0235 0236 0237 0238

;;~o

c c

25

c c

c c

c c c

c c

30 c c

35

c c c

X HILLLHJJ

X

X

X X

X

OIJlPUT fiLE CUM~fNf

BEGJ.N PROGRAM. WRJH_C1,10l

f'UI~MAT (" *I HI- COMPU l't R EVACUA f.ltiN MODE I_ HAS I~f.GUN*" l

OP[N DATA FTI t OPfNl02,FILE='&fRE~',IUSJAI=IfRR,LR~=S7SJ

OPEN OlJTPUf FJif:. WRITk (1 1 '(" FNfFR A SJX CHARACTfR FJI E NAMI REAl) <i,'(3A~~l'lNAM[(l.l,NAME<:C'l,NAMi (3) NAMI- C4)=:2H:: NAME<S>=2H4•1 NAMF (6Jo:2H:: NAME ( 7 l =2H--1

" ) ' )

OPE:Nt3,FILE=NAMI- I IOSTAT=·J f"'H~ I Et~R="·I:lO ,STATUH _, Nl- I)

WR[IE<i,'C" f_;IVE A 60 CHA!<ACfFR fii.I' lJESCRIPlitlN"l'l READ<i,'C30A?l'l !FILE WRI1E<3,'l3llA2l'l [FJL[

READ IN INFOI~MATI.ON CONCI- RNING TIHt-, POPULALHJN, AND OUfPUf, READ<02,1Sl l.U,DE.LT ,lYP ,f'RACT ,MAXllf-P ,POPVtH,I.(',LIJ!>E,FI IJf<AT ,MlNSJ·'/)

FORMATCii, T4,I3Y4.2,J~·,,I2, [2,.f''i,I3l

PRINT HE.ADINGS WRil[CLU,<!OJ I GCODE

FORMATC// 1 L', 14X, "CLFA~" ,iOX, "MDf'I..I..ER'', 10X, "CLEAR" ,1llX, "BA 1 ·1 r,LLE", 111X, "LI .. FAR", 1.0:><, "MOEL L F· H .. , 1ux, ·'CLI- f'>F<"'

WRIH INFORHA'Il.ON CONCI:'I~NlNG TIM!- 1 POPUL.ATJI.lN, AND OUTl·'lH. WRI1E<LU,2Sl LU,DEI..1 ,'l''I'P ,FRA[;l ,MAXDE.P ,1-'I'Jf'Vf·H,LGLDIJE.,Fl URAl',

MINSPD FORMATt// 1 '' LU= '',11,'' DFLT~ '',14,'' TrP~ ",13,

"F-F<ACl=: "11"4,2," MAXOI·:f':e: ",lS," POf•vEH= ",1;~,

"u;CQD[= ",J?," FLOI~A\'"' ",IS," H.INSIJD,., ",JJ)

DEH:RMINE FREFUJ FROM fl IWAT. FREF I Oo=fLOAT (Fl.. tlRAT >I ( ~~60 0 , O*FUlAT ( l GCODF) l

ADJUST POPVEH TU FIT RANDOM SAMI-'1.1: OR LARGic CDDF. PDf' VEH=P OP V~: H *LGCODE

Dl::"fHMINE El'ff·CTJVE VE'HJCI f. LENGlH AND FIT lU RANDOM SAMI'I_E. NOH.: HIERE AkE 1609.;E, M£HRS I:N ONE MIL[. EVL = ( ( ( 1609, 35*1-- LOAH MIN~.\f' D l ) U L. l'1flt'l ( L GCODU l /I .. -I OAT< FLO I~ A I' l >

READ INFORMA l'IlJN ON ZONt- ~-;,

RE.Al>C02,30J I'TI~O,ZFIV,I'lFN,ZEPZ, I.SlG,I'X,I:.f'l FORHAT<I3,I3,I3,I3,J3,I3,I3>

WRIT!:' INFORHAflCIN ON ZDN!·S, WRITf(LU,3SJ 1TWO,ZfiV,ZrfN,lEPZ,ISTG,EX,FP7

FORMAT('' llWD= ",13," !FTV"" ",J'..l," llEN=· ",L~,

" ZFP7= " 1 13,'' fSTG= '',T~," EX= ",J3,'' EPZ= ",JJ>

ASSJ.GN EACH VEHJCL£ ON All ROADS A LOADING PU~TTIIlN IIY H~UAL.LY DISlRlBUTING -THE: PDPUl.A-II.ON TN f,RIJLJf'S OF f'[)f',Vf:H PFR VtHILl.E

1-5

o;.'-~39 c 0240 (; 0241 c 0'2.42 r.. 0 ~~43 c 0244 c 0245 0246 0247 0248 0249

40

0 2",() 45 0251 c 0252 c 0253 02S4 50 02SS 02':i6 c [)~!57 ss 025!:1 0 2~·:;9 0260 0261 0262 60 0263 c 0264 026"' 0266 02.67 65 026B 0269 027 0 c 02'71 c 0272 0273 c 0274 c 0275 c 0276 027? c 02"18 c 0279 c 0280 0281 c 0282 c 0283 c 0284 0285 c 0286 c 0287 0288 0289 0290 0291 0(~92

0293 0294 0295 0296 c 0297 c 0298

AUJN!~ !'HE lo!CJADWAY SI':Cfl()N PROPORT.IUNAI TU THI· [I~ LENGTH. THI FLW~il VE.HlC:t.r:. I.S Af,SICNI-0 10 lfiE ~r-I.:INN[NG Ill- lHE. RUAlJWfll' ANU EACH VEHICLF:: '11-II'REAFTER AN INCREMI-·Nl'AI. DTS'IANCI· AWAY.

PROU·SS EACH ROAD IN AIL ZONI.CS 01 THf: EPZ.

Ho~O

IF <M .GT. li:P/) GO TO 1?ll M=M+1 Jooij

RI.-AD<0~~,4'1) PDPZN,NI~J)!;(M) ,LI-',NKD~'I FORMA-, ( F i. (J , 0 , Ii 0 , F 1 0 . 0 )

WI~ 1 T< ZONE: IN I· ()f..' MAl ION. WRll [(LLJ, SO) M, POP lN, r~kl)b(M) ,LI' NRDS

I·:CIRMAT<" ZUNI-: ",I~:," POPZN·~ ",Fl.0.0 1 " NI~D\'l·'" X 110," IJ-NRDS= ",r'10.0)

]f- <J .F!~. NI~DS<Ml) GO TO 11.5 J=J+1

READ<O? ,60> ZNI~D(M,J) ,LINK C7NI~D<H 1 J)) ,LI"N<ZNRD(M,J J J, X RADlH<tNRD<H,JJJ,NOMVELCZNROCM 1 JJ), X NLANES<ZNRD(H,J) > ,NRSEC<ZNJ.ID<M,J>)

ror~MAr< ru;, 1111, 1.1.0, u o, 1111,110, uo>

1-IIUTI· CLU,6SJ ZNRD<M,Jl ,I TNK CZNRD<M,JJ) ,L.EN<ZNI-'DCM,J>) 1

X RADIS( t.Nf<D< M 1 J) J 1 NIJMVE.l(f'NI(l)( M, J) J, X NLANESCZNRD<M,Jl),NRSEC<ZNRD(M 1 J))

FORMAl<" f_Nf<D~ ",Iill," LINK~' ",110," LF:N= ", X 110 1 " RADIS= ",Jl0 1 " NDMVtl= ",110," NLANES"' X I1!J," NRSLL= " 1 1.10)

CHANGr' VII..OCITi FRUM MIL.ES/Hnlh~ TO MI·TtRS/SECON{). NOMVEL<iNF<DlM,JJJ~lFLOATCNOMV~LCZNRDCM,JJl)* ,44~1

INITIAlLY, THERE ARF NO TRAH fC JAMS 01-' (~lJEUt_S ON THE ROADS, SET FLAGS 10 7..1'-RO, QFLCZNJ.IDCM,J>>=O

INITIAl. I. l', NO IHJAil~'i HAVE BFfN LOADED. Fl. AG LDT I< I' I"PS RECORD UF 1HIS- ll DT•1:LOAD~D LDT~O:NOl LOAD~D)

LDf(ZNRD<M,JJJ=O

INITIAl_ I_ l' 1 VEL.OCITi OF TRAVt t ON ROAD lS EQUAL I'D lHE ROAD'S NOMINAL Vf'l OClll'. VEL.CZNRDCM,JJ)=NUMV~L.CZNRD<M,J))

INITIAl In: ARRAYS TO ZERO TU START, QROADC2Nf<DCM,JJ)=7NRD<M,JJ NRANCZNRD<M,J))=O FLRAN<ZNRDCH,Jl J=O NL.ODCZNRD<M,J)l"'O FLLODCZNRD<M,JlJ~o

NBACC Z.NRDCM ,J)) =0 FLBAC<lNRD<M,JIJ=U NTOTCZNRDCH,J>J=O FLTOTCfNRD<H,J))=II

CONDITI!JN AVOIDS PIWCESSING riNAL DUMMY lINK, IF <H .GT. ZEPZ> (jiJ TO 120

1-6

\L:"f9 C IJJUO C 0301 OJ\12 C IJJOJ 0 :'1 0" OJOS C IJ,~Ob C 030'/ 0300 OJIJ'i o:31 o c rnii c 03t;,• L'/0 O~h -~ C O.H4 C 03lS L 0 ,'3 j 6 I.J~~i? '7S 03:1_1:) OJj_<;l IJ3:C!O 0 3;;> 1 O'J:.:•2 0 3;:> 3 03:.:4 o3;-'s 03?6 03:'7 ~U28

03~"'/

03.10 o:B1. 0332 () 3;5:~ 033.11 () 3.-~·l

c

c c c c c

0336 c 0,3.37 c 033B C

ao

a~,;

O~B9 9() 0340 c 0341 c 0342 c 03"13 C9S 0344 c 034~-, c 0346 c U34? (; 0348 IL':\49 t no 03SO OJ•:; i 03S2 03~,3 10S 03S4 C

03':i'7 03SEl 110

1:\JNDlTitiN AV[IJ!)C, DIVJ:')IUN fr--r /II~U WIIIN 1-'Uf'ZN--··O, [f' rPI)[-'/N .fl~. OJ I.[J 10 lt{J

PERI..EN,-1·1 (')AI (U::N(/NI~DIM,Jl l )/I f'NI~D~; f'l)f>fl!) ( nri<D (M 1 J)) cPi:l-.:1 F N*F'Clf'7N

MAn:_ Nr~AN ROUNDUI' l-n ADillNC·; f'lli-'VFH-1 Til POPUI.Al':IDN. NRAN ( /NI< 1){ M, J l ! ,. ( PI.JI'l<ll ( 7.NRil \1"1, J) )-t ( f'll[-'VE 1-1 .. 1 l ) /PIJPVE H PUPRD( /Ni<Jl(M, J l )·ccNr<AN l ZNI~DI 11 ,J! l*POPVI H lNCDJf,··i_~N(2Nkl)(M 1 llJ/NRAN\JNR!l(M,J)J

WI~ lIt: (1_1_1,'/il) PUI-'InH/NI~llCM,.J I l ,NfiAN(lNrHHM,JJ), JNC!)JS F'l.JRMiiTC" f'OPI~l!-- " 1 10," f'lf<(1N=-- ",l.B," f.NCDl!'i'"' ",l:tl)

I~ANNIMI ~ AS~·>IGN Tlil- NI<AN Vl-ll.lr~l L'S A li'IAD.ING PDS.I.TliJN ON fi()A!)WAY JNMDCM,JJ (1ND ~Ul !HIM IN A ~~-~~II[ I~ROAUlJNH!lCM,JJ)

A=O [f" CA .GI· NRANrl~!I<Ji(M,JJlJ t;U TO Btl

{l=A t-1.

f~ANI-'(A)"=A

GO lU 7~;

CIJNT 1 NUl·

K=N~ANC?NJ.l!)CM,Jll N=O n (N t;l

N·,=N-t i N~AN(lN~DlH,Jl)l GU TU 110

FLAG Nt<AN. FIIO:AN17NHDCM,:JlJ::::1

RANIHJMI Y SI:·.I .. F('"l A NUM-BER_ I FROM ZI'RU TO NI~AN-i, A=IRNllCKl A=A+i I~RMIP(A)

DJSRAN(QROADClNRDCM,Jll,Nl=LENCZNRD(M,J))-(lNCDIS*CI-l ll

INJ.liAII...Y, NO VI HICLES HAVI· B£EN PRUCf'SSED, LON~-il l~lJEN1LY Sl.l f'LAG TD ltRO. ZNRDT(lNRD(M,Jl,Nl=O

*** CHECK *** WRITfli..U,9Sl N~ANCZNRDCM,Jll,K,A,DJS~ANCQROAPCZNRD(M,Jl),Nl

FOftMA-IC" M"<AN: ",J.S," 1-IEFl= ",IS, X "RANIHIM NUMBE'fl: ",15," D:IST= ",lUll

RI-MOVI· NUMBER I FRDM BFJN('; PROCESSI-0 AGAIN BY REI UHJ:NG RE.MAf.NfNG NUM!-IFRS. B=A IF \II .FQ. Kl (.;u TO 10'1

RANPCBl~RANPlBt1)

B=B+1 GO 1'0 iUO

CONI INLlt.

GO TO US CONTINI![

I -7

OJS'! 0360 031:.3. 036,-,' 0363 0364 036'0 0366 036'1 036H ()]6'i 03'7 ()

03'/1 037:! OJ'73 0 3./4 OJ'/S 0376 0 37'/ 037U 03'/9

OJI:IO 03!-Jl 03B2 03[L3 03B4 0385 0386 030"7 031:1H 03H9 03'>'0 03'11 0392 03'i3 0394 03t;S

,;

1 is L

l. ~-~ 0 c c c L

1. :.~S c c

13() c c

L~"i

c c

c c c Ci40 c c

145 c

0396 t'::iO 039./ c 0398 c 03'>''1 0400 0 40 l_ 0402 0403 0404 040':. 0406 0 40 '7 0408 040o.t 0 410 0411 0412 0413 0414 041S 041b 0417 04:!8

c c c c c

c

c c c

iSS L c

c

X

X

GU l't'l •:,·-, r.:UN f I NUt

Gil Hl 411 (.;I IN I lNtl~_

ADD lNDO'FNlHNf ~-lPECJAt )IJtli'Tli, (';1 NII<AIIW"> Ttl t.:U1Hil::~·,t·'Ut.1 ~)1'NG RUAOS, THE iil!lJl'liCJNA!_ \lllt'IU_~~, Will bf_ ~·t_rl r:N 11·11. l'r41! Ill· -1111: ~XlSf!NG NRAN LISf. Jl •l~'-TG .FI~. 1n ,,IJ 1u -·.u

1<1-.AD IN f.NDfPI'·NDI.Nf ')f'I-I_'J.At f"Ait!l: [ji·NI-',-;lt:Ji' ltJI-r:••·'M,\I'lUN l<EAD( ()~·, 131•) .~NI~J) ( M, ,I)

1 L f· W, I L ,~''Ill';_, I r_-; f•\.':-:'1 I,

FORMAI"<f.lO,liO,T\0 Iiili

Wf/f.TF'INDt:Pt-NllfNI Sl'l'.t:l'-"•> tRAfFIC 1;1·:-Jl·I~AltW ll~lt'JIIMArl~iN. WI•' j 1 [ ( l.\.1, 1J''>! /Nf.::J)( M, J 1 ,I I N~> 1 (, 1 f-'l•r••, I I,, I·'V!,'i L

'FllRMAI(" **L~:JI'(;: RUA0-" "1.[10," lfN:·,](;.o. ",111)," 1-'l.ii';TJ,·o

]jll "I'VSll= :'IJ)

DFrERMINE AND ADD tJUMHII~ 01 Vffllt:tt::; fl) NI-'AN ll'c>l', A"' (POP:, 1 f;-+ 1 I Pvt:,·] (,,*1_ r.r fJli!' ' •· i l 1 / 1 >'ll':. 1 G*l f.,: (11.'1- !

D(! i4~:i B"lNIH\NlZNRDIM,J>)-t\),II'JiJI1NilNPD•M,.Ili-tA> D13RAN(1Jf(f_JAI!IZNI-<li(M, I I l ,l~).cl_f N!';l(;

*** L~Ht:CI( **-* WRllEILU,l41ll 7NRDIM,Ji,A,ll,I_LN'o!f.

ftWMA-11" !'}11.; Rf!AD-c- ",[l.O,'" A ",!4," f.<' "',14, ., If N~.-ft.= ", J l II!

CONTINUE:

NRANllNRDlM,Jll=NRAN(/NRJ)lM,Jl)-tA PUPRJ)( ZNI-il! 1M, J 1 ) c~I''UI'~'\J( ZN~]) 1M, J 1 l + ( R*f' 111-'\'1 II l IS fG=IS TG--l f,l.J TO 1:..•<:,

CfJNTlNUE

lNIT1ALlZE INTFGE:R lNT' 1.11)t'D TO INCI~t-MI·'_Nl TIM:­lN\=(1 I' I Ml; "'0 c~· lJ

SAVE THE VALLIE OF DELT IN ~lAVE T l<I-CAIJSE D• l_r MAY Bl' RI-DIII:;ED 11Y THE AMOUNT OF "TIME: NELEbSARY Fllh' A VFHIClf l(J RI_Al.H Ill[ LJNKI'Nt, RllAD AT THE RI1Ail'S VEl OCI'lY Ul Tf',~<JI-, SIWf-1 loll• L Rl:.b'll.Jf<t: f>E.L 1 lJRT[;lNAL v,:\I .. IIE Al lHf I'ND IJF I AI H \JF H[U E 'Iiiii'. 1-IAVI::T=DELT

PRINT INlTIAI POPULATWN ~:>TAT.[Sl 1.1:~-:.

(;() 10 360

MAlN LOOP - ~lrtWP1NG CfJNI)ffiON W111 N

POPULAT10N IS TOTALLY r VRCUATED l:F lPOPEPZ .[1~. 0) Gl_l TO S75

INC!~EMENI fi'ME I IME=:I N'l *DI 1 I

1-8

0419 c 0420 c 0421 0422 160 0423 0424 0425 c 0426 165 0427 0428 c 0429 c 0430 c 0431 c 0432 c 0433 0434 c 0435 c 0436 c 043'7 0438 c 0439 c 0440 c 0441 C170 0442 c X 0443 c 0444 c 0445 0446 X 0447 X 0448 X 0449 X 0450 X 0451 X 0452 X 0453 X 0454 X 0455 X 0456 c 0457 c 0458 0459 c 0460 c 0461 c 0462 C175 0463 c 0464 180 0465 c 04&6 0467 c 0468 c 0469 c 0470 c 0471 c 0472 0473 X 0474 X 0475 X 0476 X 0477 X 0478 X

EXECUTE THF EVACUATION MOVEMENT ONIC: ZONI-, ONI' ROAD, ANil DNf POPULATION GROUP IN A VEHICLE AT A TIME, M:"O H ( M . E'Q, ZfP ll GO TU 340

M=M+1 J=O

IF (J .EQ. NRDSCM>) GO TO 3JS J=J+i

LOAD THE LOADING QUEUE 01·· THF LINK 01- ZNRD<M,J> IF IT HAS NOT ALREADY BEEN LDADE.D FOR THIS DEL T ANI) SET UP A TOTAL LTST OF QUEUFD VFHICLE5 BY COMBTNJNb THF LOADING QUEUE AND BACKUP QUEIJ[, IF (lDI<LlNKCZNMDCM 1 J>>> .Nf, 0> GO TO 185

LOAD THE QUE'UF ONL't H- THFRE IS AN EVACUATING POPULATION SCHEDULED Hl LFAVE DURING THIS VEL J', IF (TIME .GT, MAXDEPl GU TO 180

*** CHECK *** WRITFCLU,i70l TIME,ZNRD<M,Jl,LINKCZNRD<M,Jl)

FORMAT(" READY TO LOAD LINK: flME== " 1 110, "ROAD: ",110," LINK== ",JlOl

*** CHECK ***

USE SUBROU riNE LOAD CALL LOAD CLINK ( ZNilD( M, J)) , Lll, DI'"L T 1 TIME' , MAXDEP,

FRACT,POPV~H,QROADCL[NKCZNRDCM,Jll), NRANCLINKCZNRDCM,J)>J, FLRANCLINKCINRD<M,JllJ, Nl ODCLINKCZNRDCM,J)Jl, FLLOD<LINKC!NRD<M,JJJ>, NHAC( LINK ( ZNRD ( M1 J) ) ) 1

FI.BACCLINK C J.NRD<M, J l J J, NfOT<LINK<ZNRD<H,J>>>, FL..TOTCLINKC7NRDCM,Jlll, POPRDCLINKCZNRD<M,Jllll

FLAG LINK AS HAVING BF£N LOAD["D FOR HHS DEL T. lDTCLINKClNRD<H,J>l>=1

WR!TECLU,175) LJNKCZNRDCM,Jll,FLlOTCLINKCZNRDCM,J)l) FORHATC" ROAD-L: " 1 11.0," HAS BH'N LOADED."," FL.TOT= ",13)

CONfiNUE

B~LENCL!NKC7NRDCM,J))l*NLANESCLJNKCZNRDCM,J)))

IF THERE IS ROOM ON THf'' ROAD, PI ACF VEHICLE'S ON THE ROADWAY LINK FROM THFC T!J'lAL QUF'.Uf:. UST, OELElE VFHICLES FROM QU£UES IF PLACED ON LINK'S LIST OF MOVING VE.HILLES, USE S!JBROlJTINE PLACE'. CALL PLACECLINKCZNRD<M,J>l,LU,VMOTOCLINKCZNRDCM,Jlll

,QROADCLINKCZNRDCM 1 J))) 1 NRANCLIN1< <ZNRD01,J))), FLI'<ANCLINK ( 7NRDCH 1 J))), NLODCLINK CZNRD(I1 1 J) l l, F I.LODCLINK ( 1.NRDCM 1 J))), N~ACCLINKCZNRDCM 1 Jlll,

1-9

0479 0480 0481 04B2 04f33 0404 0485 0406 0487 04B8 0489 04'1'11 0491 0492 0493 0494 049'5 0496 0497 04'"18 04'119 0500 0501 0502 0503 0Stl4 0505 0506 0~07

0508 050'1' 0510 OSii 0512 osu 0514 051.5 0516 OS17 0518 0519 0520 0521 0522 os;_~3

0524 OSI:!S 0526 0527 0528 os;:!9 0530 05.31 0532 053,3 0534 05~~5

0536 0537 0538

c c c

c 185

c c c c c

c c c

c c

c c

c

c c c c c

c c c

190

X X X X

X X X X X X

X X X X X X

X X X X X X

X X X

f· I t_lAC( l.I NK ( I NR D ( M, J ) ) J > Nf'OTCLINK CZNWI)(M,Jl l l, Fl f01 <LINKU~IRDCH,J))), l! ,LEN CLINIC CZNKD<M ,J))), EVL)

Dt: rf'~MINE Vi" I. OCITY OF HAVEL ON I TNK, USF SUBROUTINE. VE.LCP, CALL VFLCP(I INKCZN~DCM,J>l,

CONTINUE

NI .. ANES<l_JNKC/NRD<H,J)l), NUMVELCLINK<7NADCM 1 Jll) 1 VHOTO<llNK<ZNRDCM,J))) 1

VI-ULINK < ZNRDCH,J))), L~NCLINKClN~DCM 1 J))), ~WEFLO,MlNSPD,LUl

LfJAD HIE LOADING QUEUE F!W ROAD ZNRD<M 1 J) IF IT HAS NOT ALREADY F.IE.f:.f\1 LOADf'D FUR lHIS DE.I T AND SET IJP A TOTAl LIST OF QUt-UED VEHICI ES BY COMHJNING HH' LOADING QUEUE AND BACKUP QUEUE. IF CLDT<ZNRD<M 1 Jl) .NF. OJ GO TO 195

LOAD THE QUt"Lif ONLY IF THfRE IS AN EVACUATING PDPULATION ~:)LHE.DULE.D TO I. EAVE I)URING THIS lJELf, IF (TIME .G·T. MAXDFPJ G() TO 190

USE SUBROU rtNE LOAl'> CALL LOAUCZNRI)(ti,J) ,LU,DELT 1 TJMf ,HAXDEP ,FRACT 1

POPVEH 1 UROADCZNRDCM,Jll 1

NRANCZNRil<M,Jll 1 FLRANCZNRD<ti,JlJ 1 NLDDCZNRDCM,Jll,FLLODCZNRDCM 1 J)), NBACCZNRDCM,Jll,FLBACCZNRDCti,Jl), NTOTC7N~D(ti,Jll,FLTOTC1NRD<M 1 J)) 1 POPRDCZN~D<M,J)J)

FLAG ROAD AS HAVING BEEN LOADE'O FOR THIS DELT, LDT<ZNI'!DCM,J) >=1

CONTINUE

B=LENCZNRDCM,Jll*NLAN~SCZNRDCM,J))

IF THERE IS ROOM ON TH\·· ROAD, PLACF VEHICI.[S ONrO IWADWAY FROM TOTAL QUUJE UST, DELETE IJ[HlCLFS FtWM QUIO:Ut''S IF PLACED IN ROAD'S LIST OF MOVING Vf:JHCLES, USE SUBROUTINE PLACE, CALL PLACECZNRD<M,JJ,LU,VMOTOCZNRDCH,J)) 1

QROADCZNRDCM,JlJ, NI~ANCZNRD CM,Jl) ,FLRANUNRDCH,Jl J, NUID C ZNRD < M, J J l 1 FLLOD UNRD ( M 1 J) ) , NfcAC<ZNR{) CM 1 J l) 1 FI. BAC < ZNRDCM 1 J l) 1

NTOT<ZNRD<M,J)J,FLTOTCZNRDCN,Jll, 1-l ,LEN< ZNRDCM ,J J l 1 EVL l

DETERMINE Vfl (lCITY OF TlotAVEL ON ROAD. USF SUliROUTINE VELCP. CALL VELCPC2N~D<M,Jl,N1 ANFSCZNRDCM 1 JJ) 1

NOMVELCZNRD<M,JJJ,VHOTOCZNRDCM 1 J)) 1

V~LCZNRDCM 1 J)) 1 LENCZNRDCM 1 Jl) 1 FRULO,MINSPD 1 LUJ

1-10

0539 c 0':>40 19~''i

0541 c 054;~ c O':J43 c OS44 c 0545 c 0546 0547 0548 c 0':>49 21111 0550 c OSSl. c OSS<! c OSS3 c OS 54 205 os~:·;5

0556 c OSSl c ossa c 0';,59 C210 0560 c X 0561 c OS62 0563 215 0Sh4 c 0':>65 c 0566 c 0567 c 0568 c 0569 0570 X 0571 o5n 220 05'73 c OS74 c US'/5 05'7b X 0577 05'78 X US79 X 0500 0581 X 0582 X 0583 c 115B4 c 0585 c OSB6 c 0587 c OSB8 0589 X 0590 X 0591 c 0592 c IJ'S93 c 0594 OS'i!S c OS96 c 0597 0598 c

CONI' I Nlli''

CHFCK IF ZNI~DlM,J) INTEI~~'il f.Hi WlTH ANT Q'JHf'R ROADS AT I fS LINK, IT bO, IJF'ltf.!MINE. lHr f'f:f(J;f,NTAGF UF GRUN I_IGHI TJMI, PERCP, GJVFN TO ZNIID(M,J) AND THf­CORk[!,f'DNDIN(; NUMB~-.R OF vr-HlCL.ES 11.) AIJVANCE., IF (NR~;~CllNRDIM,J)) .tw. Ul GO TO 2UO

U llNfc:l)TlNk'->ECCZNRD\M,J)),1J ,f·l~. lJ) (,0 !'U i:!1.~j

ClJNT JNUI··

THEf!E: IS NO JNTE:Rt~ECT'I'NC ROAD 01~ THf' OhiHo! INIE.I<SECTING ROAD HAfj t\I.READY l:!Ef'N f'ROLF:_SSI~D

AND USED I Hi StiARE OF THI'- LINI<S CAPAC ITT, PF RAD'"-9999 GREEN=-·9999

*** CHECK *** WRITI·lLU,2lOl ZNRDCM,J),NMSECIZNRDIM,Jll

1-'0kMATl" ·tJNfERSECTifJN HAS A GIH·I'N LIGHf "CONDITION FOR ROAD= ",t4 " INl[RSECTING WITH NMSEC• "14)

GO TO 230 CDNTINU[

THI"'RF IS AN INTf'RSECTINt; RllAD AND IT HAS NOT [HfN PROl~ESSI'_D FOR l HlS DE.LT. DLl ERMINE 1 HE NUMB~.R llf' VEHJCI ES THAT COULD ADVANCT, PERAD, BY THF.' Pr~CF.NTAGE' OF VUHCLES IN MOTION ON HIE lWO RfJAI)S, IF llVMDTOlNRSbCllNRDCM,Jl)) ,CT. OJ ,AND.

(VMfJTOllNRDlH,J)) ,1_,1. ())) r.n TO (.~20

GfJ TO 205 CONTINUE:

DETf'RMINF CAPAClTIES ON RIJAD 1 INTf·RSI'CT, AND LTNK. CAPVM"" ( F RE.FLD*F-1. OAT ( NL..ANES ( ?NRD ( H, J) l ) *

FL.fJATCLFNCZNRDCM,J))))/FLOAlCV~LCZNRD<M,J)))

CAPNR= ( F REF LD*F UJAT ( NLANES ( NRSEC <l.NR 1) l M, J) l ) ) * FLOATILFNCNRSECCZNRDCM,JJ)))l/ FLOATCV~LlNRSECC2NRDIH,J))))

CAPlK•CFREFLO*~I OAT<NLANfS<LINK<ZNRDCM,J))))* FLOAT CL F_N I LIN)( CZNRDCM, J) l)) l I Fl.OATCVfl CLINKCZNHDCM,J)))J

CALCUtATE THJ;: MOVING VI"HJCI..E VERSUS CAPACITY RELATIONSHIP FUR lHE ROAD AND lHE lNlERSF::CTING ROAD IN OI~DER TO DFTFRMI·NE THf PERCENfAGI' OF AVAil ABLE fJPENf.JIII~S ASST.L-;Nf·_D TO lHE kDAD'S MOVING VEHICLES. PER CP= (FLOAT ( VMOTO ( ZNR D < M, J l ) ) /FLOAT ( CAPVH)) I

< C F LfJAT l VMOTfJ l NRSI":C < INRD ( M, J l))) /Fl.OAl < CAPNR) ) -t CFLOATCVMfJTlJIZNRD<M,J)))/FL.OATCCAPVH)))

DETCf!HlNE NUMF<FR OF OPENINGS AVAIL ABLE ON l fNK, PE RAll::::PE.RCP* < CAPl..K --VMOTfJ l I f.NI< < 2.Nf<D( M, J))) )

INITIAl-IZE NUM~FR OF VfHJCI.FS ADVANCING ON GIJFf·N LIGHT. GREEN=1

1-11

c c c C225 c

0<;,99 11600 0601 0602 0603 0604 0605 0606 0607 0608 0609 06t0 0611 0612 0613 0614 061S 0616 0617 11618 0619 0620 0621 0622 0623 0624 062S 0626 0627 0628 0629 0630 0631 0632 0633 0634 063S 0636 11637 0638 0639 0640 0641 0642 0643 0644 064S 0646 0647 0648 0649 0650 0651 0652 0653 c 0654 c 0655 c 0656 c 0657 c 0658 c

c c 230

c c c c c c

c c c

235

c C240 c c c

c c c C245 c c c c

c c c C250 c

c c c c c c c

*** CHFCK *** WRITfCLU,22Sl PFMCP,CAPIK,PERAD 1 VM010CNRSECCZN~DCM,Jlll 1

X VMOT6ClNRDCM,Jll,VMOTOCLINKllNRDCM,JJ)) fORMAT(" +INftRSECTION: PERCP= ",F9.4," CAPLK= ",IS,

X "P~RAD= ",IS," VMOTOCNRH~~)= ",IS, X " VMOTOCROADl"" ",IS," VMOTOCLINKJ"" ",IS)

CONfiNUE

ADVANCF THE VI"HlCl.ES IN MOTION ON TtH' ROAD 2'NRI)(M,J) ACCORlliNG TO DEI.T AND lHr: VELOCIH llF TRAVEL ON IHE ROAD. IF A VfHJCLE HAS SUFFICIENf TIME AND RATt: TO ADVANCE TO lHE NEXT LINKING ROAD, Df:_lf:RMINE IF 'IHE VEHICI F SHOULD BF PUr IN A QUfUE 01~ HAVEL ON THE LINK. N=O IF CN .EQ. VMOTOCZNRDCM,Jl)) GO TO 330

N""N+1

*** CHfCK *** WRITflLU 1 240l VMOTOCZNRDCM,Jll,DJSIC2'NRDCM,Jl,Nl,

X ZNRDTClNRDCM,Jl,Nl

X

X

X

FORMAT(• CAl DIST: VMOlO= •,13," DJST= ",110,• ZNRDT= •,I2l

CHt'"CK IF VFHICLE HAS AI READY BE-EN PROCESSED FOR .JHIS DE.LT, C'lNRDT=O :NU, =1 :'ri-'~S.) IF CZNRDTC2'N~D<H,Jl,N) .NE. 0) GO TO 325

*** CHECK *** WRITE(LU,24Sl LINI<CZNRD<M,Jl>,LENCLINK<ZNRDCM,J))),M,J,N

FORMAT(~ BEFORE-LINI<~~,I10," L~N~",I10,• M~",I2, w J=",I2,~ N=~,I?l

*** CHECK ***

DETERMlNF: IF VEHICU· WILL GO Br'I'OND ROAD DURING THIS DELT. CTIME=DIST+~NCE I RATt:l IF <DELl .LE. (FLOATCDISTCZNRI)(M 1 J) 1 N))/

FLOAT<VE.UZNRD<M,Jl Ill l 1,0 TO :315

WRITfCLU,2SO) LINK<ZNRDCH,JJ>,LENCLTNKCZNRDCM,J))) FORMATCu BE'I'OND-LINI<"'",I10,~ LE.N=",I10)

A=CEVL*<FLOATCVMOTOCLINKCZNRD<M,JJ)))+l.)) B=FLOATCNLANES<LINKCZNRDCM,J)J))*

FLOATCLENCL1NKCZNRD<M,Jlll)

IF THE VEHICLE GOES BEYOND THE ROAD ZNRDCH,Jl, CHECK [F AN'( ROADS LEADING INTO THE UNK ARE BACKED UP - IF A BACKUP QUFUE EXISTS OR IF 1HlS Vf.HICLE WILL CAUSE lHE ROAD TO F..XCEEB CAPACITY, AVERAGE' VEHICLE LENGTH AT 15 HILES PE.R HOUR iS EQUAL TO 14.:~0 ME.lE.RS. IF <CHBACCLINKCZNRDOt,Jl)) .EQ. 1l .OR.

X CA .GT. Bll GO TO 2~5 GO TO 2911

THERE IS A BACKUP OR QUFUE, PUT THF VE.H!CLE AT 1HE E.ND AN EXtSTING QUEUE OR FORM A NEW QNf. THIS SIMULATES A TRAFFIC JAM OR STOP AND GO lRAfnC BY STACKING THE VEHICLES.

1-12

0659 c 0660 2'j5 0661 c 066;.~ c 0663 c 0664 {;260 0665 c X 0666 c 0667 c 0668 c 0669 0670 c 06'71 c 0672 c 0673 C26S 0674 c 0675 c 0676 c 06'77 0671:1 X 06'79 0680 270 06B1 c 0682 c 0683 c 06B4 0685 0686 275 0687 c 0688 c 0689 c 0690 C280 06'i11 c 0692 c 0693 0694 X 0695 c 0696 c 0697 c 0698 C285 0699 c X 0700 c 0701 0702 290 0703 c 0704 c 0705 c 0706 0707 07()8 c 0709 c 07t0 c 0711 c 0712 0713 X 0714 c 07t5 c 0716 c 0717 0718 X

('CINllNUt:

*** CHfCK *** WR l'Tf ( L.U, 260 l I'· I BAC (LIN I<\ /NRD( M ,J J) l, A,B, GIH 1: N ,PE~AD

FORMAT('' FLBAC:ON[:",l2,"? OR I fN OF CARS='',IiO, "J l.f''N OF RIJAI)"",IiO," 01~ GREf.N"",JI'>,") PrRA!l::::",I6)

*** CHECK ***

IF A ROAD Hf'l!'l A FLAG Tt·H N TfH: Qtn lJI .. ALRf=ADY EXI~,m.

IF CFL.BACO_lNI<lZNRDCM,Jl)) .EQ. OJ GO TO ;'!70

WRIH CL.U,265l L:tNKCZNRDCM,JJ) ,I...ENCI lNI<CZNRDCM,Jl ll f''URMATC" ou;TDE-1 1NK=",Il0," l.fc.N""",Jt[)J

*** CHECK ***

ADD Vt·HICI. t- TO THE FNJl OF fHt· 1- XI STING l'!f'oCKUP QUHJ[. NBACCLINKCZNt~DCM,Jll)~·

NBACCI.lNKCZNRDlM,JllJ+i GO TO 2'/~l

CDNliNUE:

~>TARr A QUt-IIE AS Vt-HJCI ES IN MOTION BE­t;[N 10 'f:.X<;i'I-IJ ROAD'S ~if'ACE LIM[JATIDNS. NBACCLINKCZNRDCM,Jlll~t

~l.BAClLI~Kl2NRillM,Jlll=i

CONTINUE'

WRITf(l.lJ,280) L.JNKCZNRDCM,Jl>,LFNCI JNKCZN~O(M,Jlll FOJ.'HATC" f:IACKUP-L.INK=:·",11G," I f_N""",li[)J

*** CHECK ***

SET VFHICI..E~l D:t STANCE' IN BACKUP QUI'"Uf. llH>I:IAC Cf.l;ROAD C I [NK GNRD C M 1 J) J l, NBAI.~ (LINK ( ZNRD

CM,JJ J l J=U:.NCL TNtCC7NRDCM,JJ l J+2

WRITfCL.U,28SJ ZNRDCM,Jl,LTNKCZNRDIM,Jll FORMAT<"***** WARNING: VEHICLF FROM ROAO INfO",

"BACKUP QIJEUEI ***** fHJAD"'",ltO," I [NK:",I10l

GO TO 300 CDNTINI!r:

DLTERMINE IF TliH1 VEHICLF SHOULD Bf· ADVANCED UNDF.R t>REF.:N ur;Hl COND1T10NS.

IF CGRf"EN .GT. PfRADl GlJ TO 2SS GFIE~· N:cGREt=:.N+i

THE PATH INTO THt:- LINK IS ClEAR AND I Hie VEHlf;l_t=:: GOES Bl"YDND lHE RDAD ONTO THr:_ Nf.XT ROAD, ITS LINK. DFTERMINf Dl'LT REMA1NJNG. DELT·O~L.T-CFLOATIOIST(ZNROIM,Jl,Nll I

Fl OATCVEL CZNRDCH,Jllll

ADD 1 HE NHol VEHlCL.E TO THt: L .LNK '5 L .fGT OF MOVTNG VEHICLES. VHOTOCl INKClNRDCM Jl))=

VMOTOCLINKlfNRDCM,JJ) l+1

I-13

0719 0/20 0721 0722 0723 o724 0725 0726 On?7 on8 On?9 0730 0731 0'132 0733 0734 073S 0736 0737 0738 01'39 0740 0741 0742 0743 0744 0745 0746 0747 0748 0'749 0750 0751 0752 0753 0754 0755 07S6 0'757 0"/58 0759 0760 0"/61 0762 0763 0764 0765 0766 0767 0768 0769 0770 0771 0772 0773 0774 0775 0776 07'77 0778

c c

c c

c c c

c c c C295 c c c

c 300

c c c c

305

310 c

c

31S c c c c

c c c C320 c c

325 c

330 c c c

X

X

X

X

X

*** CHFCK ***

1 BECUMI'-'S NEX! MllV.I.NG VI:HICII .. IN l JN1<. J~VMUIOCL.lNKttNRUCM,JllJ

DI:TE.RMINE PO~HJION OF VFHlCI!: I ON l JNK. IJ.LST(I LNI<Cl.NRDCM,Jll,Il'"LE.NCI INKC/NI<D\M,JllJ··

CllELl*VEI (LlNI<CZNPilCM,Jl)ll

FLAG THHi VEHICU· ~iO THAT ] T WILL NOT BE PRUCf.:·iSf·IJ AGA[N FIJR THIS lJI:U. ZNRDT(I lNKCZNRD<M,Jll,J)o:=1

WRlHCLU,295) DI:"LT,DJ'S'I(I.INK<ZN!-!D(M,J)),l l FORMAT('' CAL J)lSlANI r--V~.H ONTO I !.NK I -· IJH.T:= ", L'l,

" m:w DJSTANCJ· FOI~ VFH ON 1.. JNK= ",Jill J

RFTUI<N DEL.T TO CJI~ IGINAI VAt \II:"

Df L l =~iAVET

CONTl NUl

SINCE THf': Vi· .. HICI [ PASSED Bf:TONJ) THf' ROAJl INTO ITS 1. INK, RE.l..IST 1\1 .I. trl HE.R MDV I.NG VEH [LLES UN fHE ROAD SEQU1 NfiALL.Y, A=N IF CA .rQ, VMOTO<ZN~DCM,Jlll GO TO 31U

IJIST(/NI<DlM,,l) ,AJ:.~IJISTCZNRO<M,J) ,A+1 J

ZNRDT(/NRDCH,Jl,Al=ZNRDTC!N~IJCM,Jl,A~j)

A=A+1 GO TO :~OS

LONllNUE

VMOTOCZN~D!M,Jll=VMOTOCZNRDCM,Jll-1 No:=N-1

(.:o TO 3;;:•·:; LONTINIJ[

THI· MOVING VI HICL..E STAYS WITHIN THF ROAD lNRD<M,Jl DUI{ING DELl. llElE.RMINr: lTS N~CW POStliON ON THE ROADWAY, DIST( ZNI~D( M ,J J ,N l =DrS I C l.t.WD(M, J) ,N l­

CDEL!*VELCZNRDCM,Jl)l ZNRDT<lNRDCM,Jl,Nl=l

*** CHECK *** WRITE(LIJ,320l DJST<ZNRD<M,J) ,Nl ,Vi' L <ZNRDCM,Jl)

FORMAT(" CAl DJSTANC~ -Vf·H STAY~i llN ROAD·- NI-W DISTANCt'= ~ ,110," ROAll Vlci .. UCTlY USF'fl 10 CAL WA!·)o:o ",110)

CONT.\ Nl.lr

GO TO ,·'35 CONTINIJI

REEVAI. UATt' VEl... DC IT Y DF' TRAVI' I. ON ROAD :ZNWD C H, J J U::>J NG TH!" SUBROUTINE VELCP. CALL Vf LCP I ZNRD(H, .T J 1 NLANI:'SUNRDCM, J l) ,NOHVF.'L .. ( ltHIDCH, Jl),

VMOTOCZNRll<H,Jl;,VEL..CZNRDCH,J)l,

l-!4

0'1'/9 X U'/BU C 0'7!H (!782 33S O'h\3 C

GD TO 1 I.,S Li_INTlNIII-

L.,I'"N( lNid> (M, J)), f-1~1 f-1. 0, MJ'N!\1'0, LU J

0~84 GO 1'0 1~11

078S 340 f.UNlJNLI( 0'7!:!6 c U'/8'/ C INlllALTZF FLAG:.~ TO lii<'U S.INCE fHI~-~ Dl"l. T HA!:l Bl:t=:N COM!' If 1'£1),

078B 07HY C 0'/90 c 0"7'1l. 07':>';~

O'/Y3 IJ 0'7'14 c 079<;, 0796 07'i'l c 079B .345 0"1'19 3SO 080 0 3~·:·;s

0801. c 0802 c 08()3 360 0804 Ol:lUS C Ot!06 C OtHl7 0801:1 080? c 01:110 c 0811. OBi 2 C IH:l13 C 0814 OE11. S 0816 08:1.'7 c 0818 365 0El19 oe;;~o

f'UI.I .. UJAIIING 1'''1 AG!'i Ft..'tiM ALL RUAI>~.\.

110 3SO J~\,NRUSIM) LDI'IZNI<'DIM,J) )""li

PUL .. L. I''ROCI-':lS Fl ACS FROM AIL V1 H:ICLE!'l. UO 34"> N'=1,VMUTUiiNfdHM,J))

ZNWDfllNRD(M,Jl,Nl=O

CIJNT' lNLJI LIJNIINU[

CON 1 l NUl-

INCI<'F'MF.:f'H TlMi U~HNG IN I' I r.:l-1\' IN I', lNl-.oJ:NT+t C=C-1 1

PRINI OUT'PUI m!CI- £VtOI<Y I" IV!:' Ml.NUI'I' !;, lF I(C .Nf. 'lYf') .ANO, (Pl'\PFPZ .NI. 0)) GD1U570

C=O

CLHlk DUMMY FX:'IJ ROAD 01- VHHCl.ES. \.!MOTOIFX)=O

CAl CUI A it: f:IMI TN HOLm!~, MINLJTt:S, AND SE'CONO~.;,

l(:::ollME fo::(l

B=:O

H <K .LT. ,H>llil) GO f(l 3"/0 K=K~3600

I"'l +:t 082t GO 1'0 J6S 00;:!2: 370 CONTlNUI: 0823 c 08<~4 375 IF (I( .LT. 6()) GU TO 3!~\1

082S K:K-60 08::'6 082? o8;~8

0829 08.~0

0831 OlU2 083J 08j4

JBS c c

B"'B+l. [,Q '1'0 3'1~>

CON I .I NUl::

PRINT INITIAl. VI--HICI...E-. PC\1-'UI .. ATION. WR-Il[(LU,:~BS> I.NlPOP

FORMAT(///," THE INJllAI VEHICI F POPULATlON WAS= " 1 19)

PRINT PRESENT TJMf. 0835 Wk['l[(l.U,39(]) liME,I,H,I< 0B]6 390 FO\mAT(" TOTAL TJMI"' ~-LAPS£0-=",17," StCONilS OR ",I?, 083? X: "HOUR~;, ",I;,'," MINU'TF'S, AND ",12," SE.CONIJS.") 08.~8 c

1-15

0839 c 0840 0841 0842 39S 0843 c 0844 c 084'S c 0846 c 0847 0848 0849 0850 400 08S1 OBS2 OBSJ C

405

INJTIAI..I:Z.E PUI'UI ATIUN BY r~ADI.AI Ol~iiANCI:: In 11 filL DO 395 A=t,EPZ

PlJ't'RADCAl "'0 CDNl INUE

PRINT POPULAfTUN ON EACH ROAD SFt;Mr tH IN Till' l!WO NUMBER OF ZflNf S BEl WEEN 111( l.lRlG[N AND 1HF 'TWO MILE RAillliS AND DE TIC:RMINI' THt POPUI A llON IN I ~!fl M] LE RAil l US. PDP l WQo=O POP7N'=O M=O IF CM .EQ. lTWUl GO TO 4;:.•s

M=M~·i

J::::Q

H (J ,FQ. Nl~llSCMll GU TO 4l5 J=J+1 POP=CNRANCZNRDCM,Jll+NLODCZNMDCM,Jl )+

N~ACCZNRDlM,Jll+VMOTQ(tNRDlM,Jl)l

IF (POP .FQ, Ol GO TO 405 WR [Tt (I U 1 410) M, J, POP ,NI~AN( ZNRO( M, J) l ,NI Oil<ZNrdl(M ,J I l,

X NBACCZNRDlH,Jll,VMU10(JNRDCM,Jl)

0854 08SS 0856 08S7 OB~:iB

0!::159 0860 0861 11862 0863 0864 0865 0866 0867 0868 0869 11!::170 0871 0872 0873 0874 OB'i'S 0876 0877 087B 0879 ()880 0881 0882 0883 0884 0885 0886 0887 08B8 0889 0890 0691 0892 0893 0894 0895 0896 0897 0898

410 FOI<'MATC" VI'-HlGI.E POPUI AlJON 01·' Z0Nr··,, .. ,I2," ROAD·=",

c

c

c c c c

c

·x 14," l.S FIJUAL 10 ••,J.7,1tX," I~UE:_IIE:S: NRAN= ",14, X "NIQ!lco- ",I4," NflACe:: ",I4," VMOTO'= ",.f4l

POP7N,POP-l.N+POP POf'RAD<RADISCZN~OCM,Jll l=I'UPRADCRAUISIZNMDCM,J>)l+POP

GO TO 40S 415 CONTINUE

W~ITE(LU,4201 M,POPlN 420 FORMAT(l6X," THE VfHJCLE PUI'UrATION JN lClNE=",.I<' 1 " IS ",1-'"ri.Ol

POPl WO==PDP llW+POPZN POPZN==O GO TO 400

425 CON fJNUE

WRITf(LU,430l POPTWO 430 fORMAT(9X," THF Vt'H]CI f.- POPUlAllON IN THI TWO Mll r RADI'US",

435

440

445

X "IS",I9)

X

X

X X

PRINT THE POPlH.ATION m- FACH ROAD ~-ii-GMFNf IN THF Zl· IV NUMBER OF ZIJNf"S l:IElWE_EN lfl[ 1WO AND fiVE Mll•' RADTIJS AND OETERMINI THE POPUtAliON IN Till: FIVE MTI f RADIUS. PDPFIV'"'POPTWO IF CM .EQ. zr!V) GO Tll 460

M:oM+i J"'O

H (J .EQ. NI~DSCM)l GO Tll 4~'•0 J=J+1 POP=(NRANCZNRD(M 1 lll+NLODCZNWDCM,Jl )+

NBACIZNRD<M,l))+VMOTO(INRDCM,J) l) IF CPOP .EQ. 0) GO TO 440

WR Ill' (l U 1 44Sl M,J ,POP ,NI~ANCZNRD( M ,Jl l ,NLOD ( ZNid'>( M, J l l, NBACCZNRD<M,Jl),VMOfiJ(lNRDCM,Jl)

FORMAT<" U(HJCLE POPUIAliON m- !llNi·.-:::",12," ROAD==", I4," IS f.:tiUAL TO ",I7,11X," IWE.UES: NI~AN= ",14, M Nl oo~ u,I4," N~AC= '',14," VMOTO= ",T4)

POPZN=rPQP"/N+POP

I-16

0B'i19 0900

POPRADCRADISC Z.Nili)(M,J) l l='t'Of.'RADCRAJ) I S<lHROCI'I,J) l )+POP GO Hl 440

0901 4SO CDNriNU£ 0902 c 0903 W~>.'!TE(LU,4SSJ ti,POPZN 6'1'04 4SS FORHAT(16X," THE VI:'-HICLE POPUI A'fiON IN 2'0Nf='",J? 1 " IS " 1 F9.0)

POPFIV=PDPF I V+f'OPZN 090S 09tlb 09ll7 0908 0909 09:1.0 0911 0912 09U 11914 0915 091.6 0917 091.8 0919 09~~0 0921 09;?2 0923 09;:~4

092S 0926 1!927 0'128 0929 0930 0931 0932 0933 0934 0935 093& 0937 0938 0939

c

c c c c

c

c

POPZN=O (,0 TO 4.~S

460 CllNflNUE

WRITHLU,465l PtlPFIV 465 I-"ORHATC8X," THf_ VEHICI F POPUL ATJON IN THf FIVE Mil f RADIUS" 1

4'70

4'75

4!30

X " IS ",19l

X

X

X X

PWINf POPULATION OF EACH ROAD SFGI'ilcHf IN THE- Zf£N ZDNF.:S i:CE.lWE.E.N 11-!E FIVE AND lEN Hll.E RADIUS AND DETfiH1INE THF POPULATION IN THE Tf'N HJLE RADIUS. POf'TEN=PUPFIV IF (H .EQ. ZffNl GO TO 49S

M='H+i J""O

JY (J .EQ. NRDSCH)) GO TO 4BS J=J+i POP=CNRANCZNRDCI'i,J))+NL0DCZNRD<H 1 Jl)+

NBAC(ZNRDCH,J))+VHOTOClNRDCti,J))) IF <POP .e:Q. OJ GO TO 475

WIHTic CLU 1 480J H,J ,POP ,NRAN<ZNRD<H,Jl l 1 Nl00CZNR001 1 J)) 1

NBAC C ZNRDC 11 1 J) l 1 VHO TO( J.NRD( M 1 J))

I"OWMATC" Vf-HlClE POPUI ATION IN ZONf=• 1 t2,• ROAD"'" 1 14, " IS ~QUAL TO ",17,11X," QU~UESi NRAN~ ",I4, "NI.OD:::- ",14," Ni:IAC= •,!4 1 " VHOTO= " 1 J4)

POPZN=PO~ZN+POP POPRADCRADJS<ZNRDCM,Jl))=POPRADCRAD1S<1NRD(H 1 J)))+POP GO TO 475

485 CllNriNUE

WI~ITE(LU,490l H,POPZN 490 FORMATC1bX," TH£ Vi-"HICLE POPUI.ATION IN ZONEz",I?,• IS " 1 F9.0l

PDPl EN=POP'l E.N+POPZN 0940 POPZN=O 0941 (,Q TO 47(~

0942 495 CONTINUE 0943 c 0944 WR!Tf(LU,SOO) POPTEN 0945 500 FORMATC6X," THE TOTAl VEHICLE POI"UI.ATION IN THE TfN MILE" 0946 X ''RADIUS= ",19) 0947 c (1948 C PRINf POPULATION OF EACH ROAD SFGHFNT IN THE ZE:PZ 0949 C ZONES BElWE.E.N lHE lEN Mtt.E RADIUS AND lHE EIOUNOARlES 0950 C FOR THE ENTIRE" EPZ AND DFffR:MINE POPULATION IN THE EPZ. 09S1 POPFPZ=POPTEN 09'':i2 505 IF (11 .EQ. ZE'Pll GO TO 5.30 0953 M=M+1 0954 J=O 0955 C 0956 510 IF CJ ,EQ. NRDSO'tl) GO TO S?O 0957 J=J+1 09'"i8 POP= ( NRAN< ZNRD CH, J)) +NLODCZNRD '", J) ) +

l-17

0959 096ll 0'>161 0962 0963 0964 0965 0966 0967 096B 0969 0970 09'71 0972 0973 0974 0975 0976 0977 0976 0979 0980 0981 0982 0983 0984 09135 0986 0987 0988 0989 0990 0991 0992 0993 0994 0995 0996 0997 0998 0999 1000 1001 1002 1003 1004 1005 1006 1007 1008 1009 10 10 1011 1012 10 13 1014 1015 1016 1017 1018

c

c

c

c c

c c

c

X NBACIZNRD<M,JJl+VMOTl1(1NRDlM,JJ>J IF <POl' .FQ. OJ GU TO 510

WRITfCLU,S15) H,J,POP,NWANCZNROCM,Jll,NLODCZN~DCH,JJ), X NBACClNRDlM,Jll,VHOfDCZNRDCM,Jl)

S:tS ~:·owMATC" Vl"t-llCL[. POP\JIA!ION IN 2'nNI"=",I2," ROAD=",I4, X "IG U>IUAL TO ",t7,11X," QIJUJES: NRAN~' ",14 1 X "Nl QJ)oc- ",I4,w Ni'~AC= " 1 I4," VMOTO= ",J4)

POPZ.N,F'Of'ZN+POP

POF'RAOCRADJSIZNRDCH,Jlll=POPRADCRADISC/NRDCM 1 JJ)J+POP GO TO 510

520 CONfiNU£

WI~ITEILU,S?.SJ M1 POPZN 525 FORMATCl6X," THE VHHCLE PUf'U1ATION IN 70Nf=",J?," IS ",F9.0l

P DPE.PZ=POP U' Z +POP ZN POPZN"'O GO TO SOS

530 CONfiNUE

WIHTECLU,S35) POPEPZ 535 FORHATI6X 1 " THE TOTAl VEHICLE POf'UI.ATION 1N THE ENTJRF EPZ=",

S40

S4S

sso

X I16l

X X

X X

WIHTECLU,S40l INT FORMAT C" ------·-··-- ------·-·-·-·-·------·----·-------·------------",

"- -------------------------------- - ·-·------- ---------" "----------------------- -·-----" '!4)

RECORD INITlAL POPULATION. IF ( INT , EQ. t J IN'l POP=POPE.P2:

PRINT POPULATION AS A FUNCTION 01-- RADIAL DISTANCE', WRI1E<LU,S45) I,B,K

8=0

FORMAT(!," VEHICLE POPULATION AS A FUNCTION OF RADIAl "DISlANCE AT TIME:",I3," HOURS, ",12 1 " HlNUlES, 12," SFCONDS.")

DO SSS A=1,EP2' IF ((PQPRADIAl .EQ. 0) .AND. CB .EQ. 0)) GO TO SSS

B=1 PE"RLEN= ( ( FL.OAT<POPRAD (A) )/FLOAT ( POPEPZ) ) *1 00, 0) P'ERCP= ( (fLOAT< POPRAD (A)) /FLOAT< INl POP) l *1 01.1. 0) WI" ITE( LU 1 SSO l A-1, A ,PUf'RAD CAl 1 PF"Rl. EN, PERCP

' AND "

FORMAT ( M RADIUS----" I I2' "-TO-"' 12' "---f'Of'ULATION= "I 19' X * THE :l: OF REMAINING VE.HICl.FS=",F6.2," X *" X M THf X OF JNJTIAL VfHlCLES= ",F6.2," l. ")

S5S c

CONTINUE

c

S60

c

S6S

PRINr VEHICLE'S REI'IAINING AND NUI'IBFR OF VI:'HICIFS EXITfD. A=INTPOP-POPfEN WRITE<LU,S60) POPTEN,A

FORMAT(" -------TOTAL VE':HICLE POPULATION WlTHIN H"N HILES= " X 19 1 " --·-VF.HICL.E. POPULATION OUTSIDE 1 F_N MILES= " 1 19, X M ---------·--·-----------")

A=INTPOP-POPEf'Z PERCP=<<FLOAT(POPEPZ)/FLOAT(INTPOPl)*100.0l WRI1E<LU 1 56Sl POPEPZ,A 1 PJ:.RCP

FORHATC"VFHICLE POPULATION WIHIJN EPZ= "17 1 " * "

l-!8

11119 1 o;;~o 1021 c 102.2 c 1 02:i c 1024 1025 1 o;:~6

c

X "Vf: H [l:l_[ POPlJl A fl. ON f.!Ul'Sli!L E.f'Z: ", 17," * ", X "PE.RCI NTAGI:'. 01- TOTAl_ WITHIN EPZ= ",F6.2,":t"J

END OF MAIN L nnP

5'70 CONTINUE

GO TO iSS 575 CONl INLJE

WRIT~CLU,'C"l")')

CLOSE C02> CLOSf· C 3, IOSTA f:= .fERR, ERR=S80 J STUI-'

580 WRIH CLU,SBSJ TI-RR 58S FORMAH3X,"OPEN FIL.f.: HtROR t",I6J

1027 1028 1029 10 30 1031. 1032 1033 1034 1113':) 10:36 1037 1 03E! 1039 1040 10 41 1042 1043 1044 1045 1046 1047 1048 1049 10SO 1051 1052 1053 1054 lOSS 10S6 10':17 10SB 1059 1060 1061 1062 1063 1064 1065 1066 1067 1068 1069 1070 1071 1072 1073 1074 1075 1076 1077 1078

c **************************************************************** END $FMAC L.COM, 0)

SUfiROUTINF X

l.OADCROAD ,L \.1 ,DIOLT 1 TIMf_: ,MAXDEP ,F'RACT ,POPVEH, QROAD, NRAN, FLRAN, Nl..f1D, F LLOD ,NEcAC, F I BAL 1

NTOT,FlTOT,POPRDJ X c c c c c c

c c c

X c

c

c

c

c X

c X

c X

c X

c X

c X

c X

c X

c X

c

AN INTERNAL PROCEDU!H: LOAD LOADE; STATIONAI<Y VEHICL [S INTO 'lHE LOADING I~UEl/E FOR lHE ROADWAY F'ARAMEH.RI2F:.D.

DECI...ARATIDN OF VAR lAlli. f'S.

IMF'LICIT INTEGER CD)

LABELLED COMMON;

COMMON/I. CDM/DJ ST (49 ,BOO J , DIS!( AN ( 49 1 800) , DISL. OD ( 49, BOO), lJISI-:IAC< 49, BO 0), lJ lSTIJT< 49, HO 0 J , ZNRDTC 49, HOO)

Rf:AL V~:HLD<99J

REAL FRACT

INlF::GER AC99)

LU,

TIME,

MAXD~.P,

POPVEH,

POPRD,

I'

B,

ROAD,

QI<OAD,

NRAN,

1-19

NUMBER OF VEH LOADING IN THIS Df·LT

=FRACT

COUNTER FOR VFHIC!.ES ORIGINAL POS.

=LU

=TIME

=MAXDEP

=POPVEH

=POPRD<I(OADJ

REPRESEN fS VEHICl F. NUMBER

SAVES NI .. OD

REPRESENfS ROAD PARAMETER EXCHANGED

=QROAD

=NRAN<ROAD)

1 07'1 10tH 108l. 11102 1083 1 Oi:l4 1 08'·· 10Bo 10B'/ 10013 10B9 1!19 0 10'>'1 1 09~~ 1093 1094 1095 1!1'i16 109'1 1 0'?8 1099 1100 1101 11 0 ~~ 1UJJ 1104 1 1 () '5 1106 1107 1108 1109 1HO 111l. 1t12 1113 1114 1115 1116 111 '7 1118 11. t9 1120 1 L:~1 112~.~ 1123 :\124 1125 1126 1127 11;.:>:13 1129 1130 1131 11.32 1133 1134 1135 1136 1137 1138

c

c

c

c

c

c c c c CS9U c CS9S c c c

6 0 0 c c c c

c c c C60S c

6l0 c

c c c C61 S c 620

c

c c c C62S c

X

X

X

X

X

X

X

X

X

X

X

X X

t-1 RAN, =I' LRAN(IHIAD)

NLOD, "NLOO(RUADl

F U DO, "FLLOD l ll DAD)

NBAC 1

=NBACIRIIADl NTOl,

=NTOftRt:IADl fLTOI

o::FLTOTU~DADl

*** CHfCK *** Wi~JTt (LU,S90l TJMI 1ROAD,NI Oil

f'IJfiMAT(" LOAD: TIMI'·= ",17 1 " RUAli'= " 1 17,'' NIOD=",J3l WR[l(ILU,59Sl fRACT,DF'I I ,MA>:DE.P,POPRD,POPVEH

~O~MATI" I nAil: FRACT= " 1 F4.2," DLLT= ",110, "MAXJlF:P= " 1 110 1 " POPR!l= ",LS," Pl>f"JEH= ",I4l

INJI'lAI. Ilf WHICLE Lllf:.Jll'NG ARRA'I" TO Zt-RO AI THf STAilT. IF I TIME. ,N(', IJE.Ll l GO TO 600

VEHLDIRUADl=O.O AIRt.JAlll=O

CONTINUE"

DETERHINF THf' PfRCFNIAI~t- or THe POPULATION AND THf LDRRESPONDJ.NG NUMBER llF VEHIClFS lHAT StiOlJI..D BE UlAD~D DURING DELl ACCORDfNl; TO THE LflADJ.NG FUNCT!ON. II- (((MAXOH'*B.S> .Gf-. TIME"l .01>'. ITIMF .GT. (HAXDFP*0.7Sl>l

GO Ill 610 VEHL Dt f/OAf>l"' ( ( ( ( 1 , -F~ACT l *f-'l DATI DEL T) l I (FLOAT (HAXDEP) *

, 5 l ) * < F LDAT < PUf'~D l tF LOA l' (PUP VE.H l l l +VF-1-11. l) C ROAD l

*** CH~-CK *** WRIH-tl.U,470l VfHLD(RQAill

FORMAT(" LOAD* : VEHUl= ",F9.6l

CIJNTJNUI'

IF t<TIHE .lt'. (MAXIlEP*.2Sll .OR. <<TIMf .GT. <HAXDE'P *.S)l .AND. (TIME .u: .. <MAXDEP*,'i'Sllll GO TO 620

VEHLD ( ROA!l l = ( ( ( ( 1 . ·-F~ACT l *FlOAT (DEL T l l /FLOAT ( HAXDFP)) * CFLOAT<POPRDltFLOATIPOPV~Hlll+VE.HLDCROADl

*** CHE.CK *** WR [ IE ( LU 1 615) VEHLD ( ROAI))

f-ORHATC" LllAI'! ** : VfHI D'= ",F9.6l

CONTINUE

If' <TIME .GT. IMAXDEP*.2Sll GO TO 630 VE.HLDCROADJ=( ( <FRAI;l *H 0Al' <DEL Tl) /(, 2S*

F l OAT O'iAXDE"P) ) ) * (FLOAT< POPRD) /FL OAT<POPVFH) ) ) + VJ:.HLD C ROAD l

*** CHFCK *** WRI1E(LU,62Sl VEHLDIROAO)

FORHATC" LOAD*** : Vt-HtD= ",F9.6l

[-20

1139 1140 1141 1142 1143 1144 i14S 11.46 1147 1148 i:t. 49 1150

630 c c c C63S c c c

640 c

11 s 1 11S2 HS3 1154 u~:;s

11S6 i1S7 C 1158 c

c c 645

c

Ct\NTINU£

*** CHFCK *** Wt~ 1 Tf ( LU, 635 l Rl.IAD, POPIW, Vt·.-HLD ( RfiA\! l

f·Of..'MA"l(" l .. llAilt1:ROA!l: ",IS," P!II-'RD-~ ",J:7," :>.o::: ",F9.6l

IN AN EI-"FfliH TO AVOTD ROUN0-01 !-· FRI~O!~, IHII\ICF Rl QUJRfMI-"NI 10 LOA!> \H·_I·Il!-LE WH~'N NI<AN IS 1-I~U!~l.. TO lHC I A5T VFHJCII.., H- ((NRAN .N1-. 11 .!W. (fii'II' .NI. MAXDI'Pll GO TU 6411

VEHLD<RQADl=1.0 CONriNUE

I !lAD THE Vt·H1CLE!'l IN]'(] THE LOAD IN('; QUI:"UI- lN @DL:R FI~UM RANDOMLY ORDf·Rf..D Qlif:!!FC. NRAN Fl![~ HILS DF.I '1. H" <VEHLD<ROA!ll .LT. j.Q) GD Til 680

I=NLOD·tl A<ROADl~A<ROADl+i

*** CHFCK *** 1159 C WRITf(LU,65Sl A(ROADl ,NI~AN 1160 C65S FORMAT(" LllAf>:VEH INTO LOADI:NG Ql!~·: A"" ",l,-'," NI~AN= ",I3l 1161 c

c c c C660 c

c c c

665 c c c C670 c c

c

c

IF (NRAN .ElL Ol GU TO 675 DISL..OD(QROAD,Il=DJSRAN!Q~OAD,A(ROADll

*** CHECK *** WRilE<I.U 1 660l 1 1 DlSLOD(QRIJAD,Il

FORMAT<" LOADR:NRAN:VfH'-" ",13," :DIST= ",lll))

NRAN=NI~AN-1

NLOD=NUlD+1

IF THic VEHICLE IS THE FJRST ELEMFNf IN THI~ ROAD'S LOADINI'~ 1;1\JEUE, PUT A FLAG ON lHE QUEUt:, IF (NLOD .Gr. 11 GO TO 66S

FLI.OD=1 CON HNUE

*UCHfCK*** WR[1E<LU,670l FLLOD

FORMAT<" LOAD!~: FU.OD:= ",I2l

RFOUCI:-' VEHL.D<RllADl BY THI' VFHICLE I !lADED. VEHLDlRUADl=VEHLD<ROADl-t.O

GO TO 630

1162 1163 1164 1165 1166 1167 1168 1169 1170 U'71 1172 1173 1174 1175 1176 1177 117B 1179 1180 1181 1182 1183 1184 1185 1186 1187 1188 1189 1190 1191 1192 1193 1194

675 CONTINUF 680 CONTINUE

RF fURN

c **************************************************************** END

$1:MA<LCOM 1 0)

1195 c 1196 c 1197 c 1198 c

SUBROUTINE PLACF!ROAD 1 LU,VMOTO,QROAD 1 NRAN,FI RAN,NLOD,FII..OD, X NBAC,FL~AC,NTOT,FLlOT,NLL~N,I FN,~Vll

AN INTERNAl PROCEDURF PLACE WJI L DffERMINr_- IF A ROAD'S CAPACITY IS FULL AND ryE.T \JE.Hir-Lf'.S [N MOHIJN HOM lfiE COMltlNED LIST OF N fOT,

I-21

1199 120 0 1201 120 ;,~ 1203 120 4 1205 1206 1207 12.ll8 1209 1210 1211 121.2 1213 1;:!1.4 1215 1216 1.217 1218 1219 1220 12:.:.~1

1222 1223 1224 12;?.s 1226 12;:.!7 1228 1229 1230 12 ~?ii 1232 1233 1234 12~":15 1236 12.37 1238 1239 1240 1241 1242 1~43

1244 1245 1246 1247 1248 10::49 1250 1251 :1.252 1253 1254 1£SS 1256 1257 1258

c c c

c c c

c

c

c

c

c

c

c

c c c

bBS

c c c C690 c

695 c

c c c C700 c c

X

X X X X X

X

X

X

X

X X X X X X X X

[H Cl..AI~ATION 01- VARIAr-11 I~;,

IMPLICl f INTEGfR lDl

LABELL.!- D COMMON:

COMMON/lCUM/DlSJ(49,80Ul,DJSWAN(49,800l,DlSLOD<49,800l, DU>BAC ( 4'1 ,BOtJ l, 0 I ~i IIH l4'1, HOO J, ZNRllT ( 49 ,UH 0 l

Rt::AI..

INlEGER

EVI..

LU, A,

'' c' l' ROAD,

Nl.LEN,

LEN,

VMfJl 0,

QRDAD,

NRAN, F'LRAN, Nl OD, F"LLOD, NBAC, FLBAC, N'IOT, F LTOT

lcl-fE.CTIVI- VEHTCI F LENG-TH

Rl- PRESENT~; RUAP PARAHE l'f.R

Rf'PRESENIS ROAD lfNGTH * N1 ANt-S

RtPRESENTS ROAD l.tNGTH

REPRESENTS VMOTOlWOADl

R~PRESENfS RUAD fUR QU~Uf

S~ T UP A TOTAl LIST m QUEUFD VI-HlCl ES TU Bt: PUT ON lHE RDAO f:IY COM11TN!NG LOAD DN 1 OP Dt .I:!ALKUP I~UEtJf::

NTOT=O H' CFLLOD .F-Q. 0) GU TO 705

1=0 IF (I .EQ. NLODl GU TO 695

l""l+t NTCI'r,NrDT+1 DlSTO"J < QROAD, N rtlT) =DISI llll ( QIHlAD, I l

*** CHECK *** WRITE ( LU, 690 l N H!T, DIS TOT ( QROAD, N r01 l

FORMAT(" PLACE:NTOT:Vf'H= ",13," :D!:ST= ",1.10)

GO TO 685 CONTINUE

FLTOT=l.

*** CHfCK *** WRITE<LU, 700) Fll.OD ,Flf.AC ,FL TOT

FORMAT(" PLAr:E: FL.LOil= " 1 '12," F'I_BAC= ",I~~~

X " FLTOT= M,I2l

1-22

12S9 1260 705 1261 c 126~~ 126~~ 710 1264 c 1.(!65 1266 12f.7 c 1268 715 1~~69

12?\l 1271 12n• c 127.3 1274 1275 1276 1277

c c C720 c

1278 725 12'79 c 1280 1281 12.B2 1283 1284 1£'BS 12fl6 t287 1288 1209 1290

c c c cno c c

735 1291 c 1292 1293 12-'14 :\295 1296 12'17 1298 1299 1300 13tl1 1302 1303 1304 1305 1306 1307 1308 1309 1310 1311 13t2 131.3 1314 1315 1316 1317 1318

740 c

745 c c c c c c c c c c C7SO c

755

c

GO TO 7;0 LUN'l lNUF

Fl..TOT"'O COf•!'l INI<E

H \FLBAC .t·o. 0) G() fU 745 1."'0

IF <I .1:'(~. N~AC) GO fO 725 [o:::I +1.

NfD'I==NlUT+t DlSTOl<QROAD,NlDIJ•DISBAC(Q~UAD,IJ

*** CHFCK *** WI~Ilt:(Lll,721ll DfSBAC<QROAD,IJ

FORMAT(" f'I.ACE:NBAC:OlST"' ",I'll

GO TO 'll.S CDNTINUf'

FL TOT=l_

*** CH!C'CK *** WI~ 1 T[ ( L.U, 7 31l J l-"1.. BAC 1 FLLCIIJ, FL TOT

FORMAT<" f'LACEtFLBAC= ",12 1 " FILOD= ",J?," FLTOT= " 1 121

IF <FLLilD .EQ. il GO TO 7~~S

Nl'OT:=:NBAC GO TO '740

CONTINI I(

NHlT,NI OD+NBAC CONTINUC

CONTI NUt:

CHECK THE CAPACITY 01· THE LENGTH OF THE WOAD. AS LONG AS lHE.RE IS R(JIJM ON THE ROAD AND VHHCL.ES lN NTOT 1 THEY WILL Bl:: PLACED ON THE ROAD. IF THE LENGTH OF AIL VEHICLFS ON THE !:WAD PLUS HIE NE.W ONE IS LESS THAN lHE I..E.NGlH OF l!IC ROAD THEN IT WII L BE ADDED. AT 15 M11 ES PER HOUI<' AN AVERAGf' VF.HlCL.E OCCUPIES t4.20 METERS.

*** CHFCK *** WRI1E.<LU 1 7S0l ROAD,FLTliT

FORMAT<" PtACFt ROAD• ",17 1 " Ft.TllT= " 1 13)

Ao=:O B=O II-' ((FLTOT .fQ, OJ .Otl. <B .fQ, -1)) GO TO 805

IF ((E.Vl.*<VMOTO+Ul .GT. NLU·.NJ GO TO 780 VMOTO,VMOT0+1 A=A+i

IF (OJSTOHQROAD,AJ .GT. tEN) GO TO 760 0 HIT ( R DAD, VMUTO) =DI ST ( QR ClAD 1 A) ZNRDT(ROAD,VMOTO)=O GO TO 765

1-23

LH9

iJ<-'2 u;·-'3

760

'7 h5 13::~4 L 132'·:, r B26 C 1:~2'7 070 u;:•a c 1329 1330 L 13,~1

1332 1333 1334 u::1s 1336 13.~}

U38

,,

c c

775

780

1339 1340 134l 134;:~

1343 B44 U4S 1346 1347 .U4B

C7B~:;

c c

U49 1350 13S1 790 13S2 795 13S3 C US4 13SS 13~:,6

B57 13SB 13~:19

1~~60 1361 L'i62 1363

800 c

BUS c c c

i3b4 c 1J65 1366 1367 1368 1369 810 1370 c 13'71 1372 13'73 1374 13'75 1376 815 1377 c 1378

X

'CONTI NU1

DIS f ( RUAD, VMCIHJ J =L.E N 'lNRi!l IROAI!,Vr10HJ)::.i

CDN l'lNI.W

*** CHI'CK *** WRLTI (LU,77UI VMUTO,DISTOT(QMOAD,A)

Hlf<MA'l(" t'l AI,F.t2: Vr11lHJ::. ",IS," Dl~·>r OUl · ''l/)

NTlJT,NlOT-1

IF <NHH .GT. ())GOT(] 77~·,

Fl liJT=O NTOT-=0 FL.UJD=O NLOD=O Fl.\-_(AC=U NBAC=O 1<:1 lURN

CONTIN\Jt"

GlJ TO BOO CONTINIJI'

WRIT! (LU,78SJ ROAD FOI<HAT(" *****WARNING: ROAD=",J4,

" HAS u:r:HDED CAPACITY,*****")

Dll 79"> C=A+1,Nf0f IF <DIST((~I~OAD,C) .LF. LfNJ GO TU 790

DlST ( QROAD, C J =LF"N CON l 1 NUl::

CONTINUE

B=-1 CONTlNUI:

GO TO 7':iS LfJNTINU[

D~·LE TE PLACl-0 VEHICI f·\'l FROM THf- QUfUES THb'Y WERE QIJIGINALLY IN. ([I1HFR NLOD OR NBAC. > Tl (A , EQ. tl) GO TO 84S

B:=NLOD-A

IF (B .Nf. 0) GO TO 8:10 FU .. fll)""0

... NL0J)""0 GO 10 8.~S

C(]NTINUI ..

IF (B .GT. 0) GO TO 8:1.5 F l..LOl>:O NLQI)o::O NBAC:oNl'!AC+ El GO 1(] 840

CONTINI![

IF ((I .IT, 0) GO TO 830

1-24

1379 1=0 131:10 820 IF (J .GF. (Nl('ID A» GD HI a::!'i 1381 DISLODCQROAD,NI OD-A>=DJSI OD,QROAII,NLOD> 1382 1111 tlD=NI OD-1 1383 GO TO 820 1384 825 CONTINUE 1385 NLOb=B 1386 c 1387 830 CONTIN UF 1388 c 1389 835 CONTINU~

1390 c 1391 840 CONTINU~ 1392 c 1393 8 45 CONTINUE 1394 c 1395 RFTURN 1396 c 1397 c ******************************************************'********** 1398 END 1399 SUBROUTINE VFLCPCROAD,NI ANtS,NMVFI, 1400 X VVMOTO,I.>VfcL,VLEN,H<r.Fl.O,HINS:'O,LU) 1401 1402 1403 1404 1405 1406 1407 1408 1409 1410 1411 1412 1413 1414 1415 1416 1417 1418 1419 1420 1421 1422 1423 142 4 1425 1426 1427 142 8 1429 1430 1431 1432 1433 1434 1435 1436 1437 1438

c c c c c c c c c c c

c

c c

c

c X

c X

c X

c X

c X

c X

c X

c X

c X

c

AN INTERNAl PROC[ Ol.JtH· Vf· LCP Dl: Tt RMlNfS Tt It VFLOCITY or TRAVEL ON A ROADWAY ACCORDING TO IHE CAPAtJlY FUNCl LON. THEREFORE, CHFCK I~ fHf NUMBER 0~ VEHICIIH LOADING WJI L INCREASE 'THE ROAD'S VHHCLE Plif'I1I.Al .I.ON 1:<1 YOND lHE 1-<t:JAD'!:. NOMINAL LOADJNG CAPACITY. TH~ HlNlHUM Vt I OCITY S~r FOR A ROAD IS SfOP AND GO lRAFFIC Al M[NSPD (MILES PER HOURJ, HINVEL IS ~QUAL TO MlNSPD IN M~f~RS P~R SlrONO.

DECLARATION OF VARIABLES.

REAL 11M

REAL Z

REAL. FRF.FLil

INTEGf.R X,

B,

IWAD,

SLOPE OF THt VtLOCITY CAPACITY FUNCTION

FRACTION OF MAXIMUM CAPACITY PRFSFNf ON ROAD b~GMENT ~H~N VEl t:JL[IY 1S MIN lMUM

IS FREE FLOW RATf IN AUTOS/LANE-S~CONO

VALUE OF X COO~DINATt 0~ FUNCTION

Y-INTERCEPT o• FUNCTlONS SLOPING LTNF

REPRESENTS ROAD PARAMFT~~ NLANE:.S,

REPRESENTS NUMBER OF I ANI S ON ROADWAY NMVEL,

REPRESENTS NUMINAI VI I OCITY PARAM1:: T1=·R VVMOTO,

REPRESENTS VMOTO PARAMrT~R VVELI

REPRESENTS V~LOCITY PA~AH~TER VLEN,

REPRESENTS ROAD LENGTH PANAHFTER v.

IS HIN. VEL. IN MI/~~ = 15.0 NI"'CAP,

ROAD'S CAPACITY AT FRCf FLOW VFLOCITY

I-25

1439 144 0 1441 1442 1443 1444 144S 1446 1447 1448 1449 1450 145 1 14!52 1453 14S4 1455 1456 14~7 1458 1459 1460 1461 1462 1463 146 4 1465 1466 1467 1468 1469 147 0 147 1 1472 1473 147 4 1475 1476 1477 1478 1479 148 0 1481 1482 1483 148 4 1485 141:16 1487 14B8 l489 1-490 1-491 1492 1493 1494 149S 1496 1497 1498

c

c

c

c c c c c c c

c c c C8SO c c c

c c c cess c c c

c 860

c 865

c 870

c c c

B7S c c c CBBO c c c c

c c

X MXCAP,

X

X

X

ROAD'S CAPAClTY Al MJNJMUM VELOCITY 1'\[NSPD,

MIN. SPPED IN MILES/HnUN riiNVI::.L,

MIN, Vf I. . LN Ml TFRS/nt CDNO LU

OUTPUT FORMAl

FJND THE ROAP'S VELOCJTY BY THt LINI::.AR FUNCTION Y=<M*X>+B. [F 1 HE NUMEI~-'R OF VEtHI .LES IN MrJl IUN AN'O I.UAOI NG FOR HilS DELT DOES NOT EXCEED TH~ ROAD'S NOMINAL CAPACITY, THIN THE ~OAD'S VEt U~[lY REMAINS THE NOMINAL VFLOCllY.

MJNVEL=<FLOA1<MINSPD>*.447 )

*** CHECK *** WRITE<LU,8SO> ~UAD,VVMOTO,NIANfS,IN~FLO,VI ~N,MINVEL

FORMAT(" VFLLP: ROAO= " 1 !7 1 " VVMUTO= ",I7 1 " NLA~ES= ", X I7," F~F.FLO= ",19.3 1 " VIFN= ",I9," MlNVFL= ",lS>

DE TER MI NE CAPACITY F~UM MAX. VtLOCITY AND MJ N. VfL. SlOPE. NMCAP = ( FRF.F UI*F LOAT ( Nl ANF S > *f I.DHT ( Vl E.N)) 1•· UlAT ( NI'IVE.L> MXCAP=<F~FFlO*FLOAT<Nt AN~S>*~LnAT<VLEN))/fl OAT< HINVfL)

*** CHfCK *** WRITE<LU,855> FWffLO,MXCAP,NMCAP

FOR MAT<" VtLCP: FREFLO= ",F9.7," NMCAP= ",J9," MXCAP= ",I9)

DEfER MINF PfNCENT AGF Ot MAXIMUM CAP ACITY PRrSENT ON ROAD f.lEG MENT WHFN SPE.f:.D DF TRAVEL lS M[NIMUM Vi.ICJCtTY. H <NMVEL .Gf. 311) GO TO 860

Z= 0.7 GO TO 875

IF <NI'IVEL .GF. 40) GO TO 865 Z= 0.6 GO TO 8'7~

Jf <NI'IVEL .Gf. 50) GO TO 870 Z= 0.5 GO TO 8'7~

Z= 0. 4

TtST IF NUM~~R OF VFHJCLES ON RUAP SEGMI Nf lS LESS lHAN NOMINAL CAPACllY. I~ <VVMOTO .LE. <Z*NMCAP)) GO TO 895

***CHFCK*U WRITf( LU,880> VVMOTO,NMCAP,ROAD

FOR HAT< .. *** NOTICE: v• HICLES= ", 11 o," HAVt EXCEEoro", X • 7* CAPACITY= •,ItO," UN ~OAD= ",14>

MH=NOHJNAI VELOCITY Of THF IWAO DfVJOI f) BY ITS NOMI NAL CAPACITY. MM= ( FLOAI <MINVEU-Fl OAT<NMVt-1 > )/

X (FLOATCMXCAP>-<Z*FlOATlNMCAP)))

X=NUI'IBE~ OF VEHICLLS IN MOTION PLUS THt NUMBER LOADING

1-26

14Cjlljf c 1SOO 1Sll ~ c 15112 c 1Sll.3 1S04 c 1 so~J c 1Sll6 1S07 c 1'.:>08 c 1SIJ9 c 1 c, :tO C88S 1SU c 15~ 2 c 1SU 1Sl4 1515 890 1St6 c 1.'.:>17 895 151.8 c 1S l9 c t s;~u c 1 s;:~1 C'?llO 1S22 c 1S;·•:J 1524 c i':.,,S

MINUS lHE ROAD'S NOMINAL CAPAI.l!Y. X=<VVMOTO-<Z*NMCAP>>

B=THE ROAD'S NOMINAl VELOCITY. I<=NMVEL

DFfERMINf NFW VCLOCITY OF TMAVFI VVE.L.= < MM*X H·l:l

*** CHFCK *** WR£1E(LU,B85> VVtL FORMAT<" V~LCP: VVfl c ",17)

B[ SURF MlN VALU~ 0~ ROAD'S V1 LOCITY IS MlNV~L .

IF (VVE:I ... GE.. MlNVf.:U GO HI fj~() VVFL =MINVEI

CONT1NlJE

CONTINUE

*** CHf-CK *** WRl1EtlU,900) VV~L ~ORMAT(" V~LC~:: VVfl• ",17)

Rl !URN

t:ND

I-27

APPENDIX II: FLOW CHART FOR THE CLEAR MODEL

The flow chart appearing on the following pages of this appendix are a detailed outline of the decisions and actions the CLEAR model makes in simulating vehicle departure and movement on the transportation network in order to estimate evacuation time.

II-1

-START

T INPUT ROAD NETWORK

AND POPULATION D I STR I BUT I ON .. ~.

INITIALIZE ARRAYS AND VARIABLES

~ ASSIGN EACH VEHICLE

A DEPARTURE POSITION l

PREPARE VEHICLES FROM INDEPENDENT SPECIAL TRAFFIC GENERATORS

l INITIALIZE TIME (T)

TO ZERO

~ TO PRINT INITIAL

DATA INFORMATION GO TO Q)

A....,_ _____ _

T =- T +INCREMENTAL TIME PERIOD (~t)

B ~-----__.,..

INCREMENT TO Fl RST OR NEXT ZONE

c ~-----__.,.. INCREMENT TO FIRST

OR NEXT ROAD SEGMENT (R S)

II-2

LOAD ONE VEHICLE ON LINK

LuAD THE LOADING QUEUE

FOR LINK

UPDATE Ll ST OF VEHICLES ELIGIBLE TO ADVANCE

DELETE VEHICLE FROM PREVIOUS QUEUE

NO

CALCULATE VELOCITY ON THE LINK

II-3

PRIORITIZE VEHICLES TO BE LOADED

LOAD THE LOAD ING QUEUE FOR RS

UPDATE Ll ST OF VEHICLES ELIG IBLE TO ADVANCE

NO

DELETE VEHICLE FROM PREVIOUS QUEUE

CALCUlATE VELOC ITY ON RS

II-4

PR IORITIZE VEHICLES TO BE LOADED

IS THERE AN

INTERSECTION ~N:.:,::O:...._ ______ I WHERE RS MEETS

LINK ?

HAS THE INTERSECTING

RS BEEN PROCESSED

?

II-5

DETERMINE NUMBER NO OF VEHICLES WHICH

MAY ADVANCE ONTJ LINK FROM RS

YES

YES

UPDATE L1 ST OF MOVING VEHICLES

ON LINK

FlAG VEHICLE SO THAT IT WILL NOT BE PROCESSED AGAIN

DURING THIS 6t

II-6

NO

PUT VEHICLE IN BACK-UP

QUEUE ASSOCIATED

WITH LINK

DETERMINE NEW POSITION

OF VEHICLE ON ROAD SEGMENT

NO

REMOVE ALL FLAGS AS VEHICLE LOADING AND

MOVEMENT IS COMPLETED FOR THIS lll

II-7

ESTABLISH ALL VARIABLES

THAT NEED INITIAL VEHICLE POPULATION DATA

DffiRMINE PERCENTAGE OF THE POPULATIUN LOADING FOR THIS 6 T

DffiRMINE NUMBER OF VEHICLES LOADING

NO

NO

NO

NO

YES PUT THOSE VEHICLES IN THE BOTIOM OF

A TOTAL QUEUE

11-8

PRINT ERROR MESSAGE: VEHICLE NEEDED IN RANDOM QUEUE

PLACE TOP VEHICLE ON RS INTO MOVING

VEHICLE Ll ST

NEXT VEHICLE IN THE TOTAL QUEUE BECOMES

THE TOP VEHICLE

YES

NO

NO REMOVE FLAG S FROM >---~ ALL THREE QUEUES:

TOT, LOD, BAC

11-9

PRINT A WARNING THAT THE RS's

CAPACITY HAS BEEN EXCEEDED

DELETE THE VEHICLES THAT WERE LOADED FROM THEIR uRIGINALQUEUES (LOAD OR

BACKUP!

NO

NO

IS THE NUMBER OF VEHICLE

EXCEEDING A SPECIFIC VOLUME?

YES

VELOCITY IS CHANGE

11-10

w

APPENDIX II I

EXAMPLE OF AN EVACUATION TREE

EXIT = 49

sw 10 MILES-

s

I Il-l

APPENDIX IV

POPULATION DATA FOR EXAMPLE EVACUATION TREE

NW

w

TOTAL

0 0-2 MILES 1895 2-5 MILES

29017 5-10 MILES 30912

IV-1

NE

E

APPENDIX V: CLEAR INPUT FOR EXAMPLE EVACUATION TREE

The material on the following page of this appendix is an example of how information on the population distribution and transportation network, as well as assumptions, are input into the CLEAR model. This example input corresponds with to information illustrated in Appendices III and IV. The first two pages of output (Appendix VI} explain which variable each number represents.

V-I

' U 25 , tO 5400 ) 3 1700 " 0 ' ' ' 0 ~9 iJ 1~95 ' 1400

' ' tqoo ' " 0 ~~~I " 29'500

' ' 2300 • " 0

' " 21>0 0 ' " 0

" 5 2l00 ' " • 5 " noo ' " " • ' !000 ' " 0

' • 1000 • " 0

• ' 1200 " 0

• " 2000 ' " • " " lO 0 0 ' " 0

" " 3000 • " ' " " 1400 " " 0

" .. 2\00 ' "' • .. " 21 0 0 ' " 0

" " 1500 " " 0

" " 1000 " " 0 22~H " b2UO

" • 1500 • " • " " I 0 0 0 ' "' 0

" " HOO ' " " " 2100 • " " .. 2100 • " • " " 2 0 0 0 ' "' 0

" " 1300 ' "' 0 ,. " 3000 ' "' 0

" " 1500 • "' • " '" IJQO " " • " " 21>00 " .. 0

" " , .. " " 0

" .. 2\00 " " 0 000 ' I 7 .?0 0

50 " , .. " " " " " 1 70 0 " "' " " " ... " " " " " '>O " " '" '" " 1 0 00 " "' " 55 " 3000 " "' 0

" " 3000 " "' " " .. 3000 " '" • " '" 3000 " " 000 " 20200

" '" 1200 " "' 0

"' " 2~00 " '" .. .. "' 2500 " "' "' "' .. 2000 " " "5

"' .. 21 0 0 " " "" "" 05 I "iO 0 " " "' " .. \300 " " " .. " ... " " .. " "' 1500 " "' .. "' " 3000 " .. •

000 ' ~qoo

"' "' 9900 " ' ...

V-2

APPENDIX VI: CLEAR OUTPUT FOR EXAMPLE EVACUATION TREE

The output generated by the CLEAR model for the example input described in Appendix Vis listed below.

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~··••••TOTAL VEH!~LE ~O~ULATIO~ ri!THI~ Tt~ ~ILES• 0 •••VE~ICLE PO~ULlTIO~ OUTSIDE TEN MILES• 1802 --------····-··· ~EHI~LE ~O~UL.UID~ ~IT!oll"' E~h 53 * VEHICLE PO~ULATl'Jfl< n•.JTSI~E EIIZ. 1H9 • ~f~CE"'T.o\GE 01" T'lf.oi.L rlll111N !~Z• 2,9111

T~E I~ITIJL VEHICLE ~'J~ULATIO~ rll$ • 1802 TJTJL TIME ELA~$~0• 9qo~ SECO"'DS 0~ ~ HOU~S, 45 Ml~UTES, A~D 0 S!CDN0$ 0

T"OE VEHICLE ~OPULATION IN THE TriO MILE ~ADt:.JS IS 0 THE VE"ICLE POPULAT!O'I IN Ztltl!• I IS 0,

THE VEHICLE PJPULATION I~ THE FIVE ~!LE lUCIUS IS 0 THE VEHICLE POPULATJO'I !~ ZO"'E• 2 IS O, T"E VEHICLE I")PULATHl"' 1"1 ZD"'E• ] IS 0,

THE TOTAL VEHICLE ~OPULATIO" 1 .. THE TEN ,.!I.E ~ADJUS • 0 YEHICLE ~Oi>ULAflJ>j 1'1 10,-IE• ~ ~OlD• <I IS E~UlL TO ~0 ~UEU£!1 'IU!.I• 0 ~LCD• 0 'I!UC• D VMDTD• " THE VEHICLE POPULATION 1'1 ZO"'E• II IS 20,

THE VEHICLE PO~•JLATJO~ !'I ltll-lf• 5 IS 0, THE TOTAL VEHICLE POPULATIQ'l 1'1 T11E ENTIU EPZ• 20

.............................................................................................................................. 82~

~EHICLE I'OPULATIJ.'j 49 A 'U"'Ol!JN OF UDI·~ OtSH~C£ H TI"~!I 2 HtiUIIS, ~5 .. t .. UT!S, UID 0 !ECO~CIS, 'UDIU9•••12•TO•Il•••I'DPULUID'I• 20 * THE l JF ~E~Al~tN; VE~ICLES•IOO,OO l * THE X OF l"'IT!.ll. VEHICLES. 1,11 I •••••••T~TAL VEHICLE P()I'ULATIO~ rllTHI" TEN "~lLES• 0 •••VE!o!ICL[ PDPULATIO'l OUTSIDE TE" HILES• 1802 •••••••••••••••.., ~("!!CLE POPUL.lfl1~ ~TTHI~ EPZ• 20 * VEHICLE POPULlTlO"' OJTSJOE EPZ• 17~2 • I'[IICE~Tl~E OF TOTAL r~JTHJN [PZ• !,Ill

T~[ t~ITIAL VEHICLE POI'ULATIO"' rll! • ~~~l fJTAL ~~E E~.li'!!D• 10200 SECD"'O! OR 2 HOURS, 50 .. I "'UTES, .l~D 0 S!CD~D!,

THE VEHICLE PJ~ULATIO~ I~ THE T~D .. ILE RADIUS IS 0 THE VEHICLE PDPULATI0'-1 1" ZONE• I I! O,

THE ~EHICLE PJI'UL.lfiO" ~~ THE FIVE .. !I.E IIACI!US IS 0 THE VEHICLE POPUL.lf![)N 1"1 ZO'If• ~ IS 0, THE VEHICLE PJPUL.lTIO"' 1~ ZJ"E• ' IS O,

THE TOTAL V[lo!ICLE I'QI'ULATJO"' 1"1 Tlol[ TE" "lL! II.DIUS • 0 THE VEHICLE POi>ULAT!J'I I'l ZD~E• G I~ 0, THE VEHICLE ~1PULATI0"1 I~ ZO"'E• 5 IS 0,

THE TOTAL VEHICLE PJPULITIO"' I~ THE ENT!~E EPZ• 0 ........................................................................................................................................ 851

VEI"ICL[ I''II"ULATHIN U .l FU'ICTIO"' nF ~ACIIAL DJ!IU"'Cf .lT TI .. EI 2 '"DUllS, 50 MJNIJT[S, .lNO 0 SECD'IDS, •••••••T~T.lL VEHICLE ~OPUL.lTION "!THIN TEO! MJLE!• 0 •••VEHICLE POPULATION OUTSIDE TE"' MILES• 1802 ................. . VEHICLE ~OPULATIO"' ~ITHI"' EPZ• 0 • VEHICLE POPULATIO"' ~JTSIDE EPZ• l&Ol • PERCENTA;E OF TOTAL dTHTN EPZ• 0,001

NRC FOAM l36 1. REPORT NUMBER {AuignM bv DOC/

(7·77) U.$. NUCLEAR AEGUI.ATOAY COMMISSION NUREG/CR-2504

BIBLIOGRAPHIC DATA SHEET PNL-3770 "· TITLE AND SUBTITLE (Add Volum. No., if IIPPNJPri•~l 2. /LeiWe blllfll</

CLEAR (Calculates Logical Evacuation And Response): A Generic Transportation NetWork Mod€1 for the LalcUlation of 3. AECIPIENT"S ACCESSION NO. Evacuation Time Estimates

1. AUTHOR(S) 5. DATE REPORT COMPLETED

M. 0. Moeller, T. Urbanik I I , A. E. Desrosiers MONTH I YEt;81 October

9. PERFORMING ORGANIZATION NAME AND MAILING ADDRESS (lnt:ludl! Zip Ctm./ DATE REPORT ISSUED

Pacific Northwest Laboratory MONTH· I YE{g8z ~larch P. 0. Box 999

Rich 1 and, WA 99352 6. (Luve blenk/

8. /Lelllltl bllllll</

12. SPONSORING ORGANIZATION NAME AND MAl LING ADDRESS {/nt:/udl! Z1p Code/ 10. PROJECT/TASK/WORK UNIT NO.

Division of Emergency Preparedness " CONTRACT NO. Office of Inspection and Enforcement

u. s. Nuclear Kegulatory Commission NRC FIN B23Il Washington, D. c. 20555

"· TYPE OF REPORT I PERIOD COVERED {lnclusmt defZis/

Technical

15. SUPPLEMENTARY NOTES 14. {Lewe blllf!kl

16. ABSTRACT (200 words or ~11/

This paper describes the methodology and application of the computer model CLEAR (Calculates Logical Evacuation and Response) which estimates the time required for a specific population density and distribution to evacuate an area using a specific transportation network. The CLEAR model simulates vehicle departure and movement on a transportation network according to the conditions and consequences of traffic flow. These include handling vehicles at inter-secting road segments, calculating the velocity of travel on a road segment as a function of its vehicle density, and accounting for the delay of vehicles in traffic queues. The program also models the distribution of times required by individuals to prepare for an evacuation. In order to test its accuracy, the CLEAR model was used to estimate evacuation times for the emergency planning zone surrounding the Beaver Valley Nuclear Power P 1 ant. The Beaver Valley site was selected because evacuation times estimates had previously been prepared by the 1 icensee, Dequesne Light, as well as by the Federal Emergency Management Agency and the Pennsylvania Emergency Management Agency. A lack of documentation prevented a detailed comparison of the estimates based on the CLEAR model and those obtained by Duquesne Light. However, the CLEAR model results compared favorably with the estimates prepared by the other two agencies.

11. KEY WORDS AND DOCUMENT ANALYSIS 17a. DESCRIPTORS

17b. IDENTIFIERS/OPEN-ENDED TERMS

18. AVAILABILITY STATEMENT 19. SECURITY CLASS /Ttns repon! 21 NO OF PAGES

Un 1 imited Unclassified 20. ifrC~ITY CfAS~/Tfl~< p•g!!'/ 22 PRICE nc ass1 1e ,

,;u.o. GOVERNMENT PRINTING OFFICE' 1951-J61-HJ:2022