AD AO6S 168 SYSTAN INC LOS ALTOS CALIF F/S 15/7- POSTATTACK I~~ACTS OF TIE CRISIS RELOCATION STRATEGY ON TfiAJ.ISPO—ETC(U)

SEP 78 4 W BILLbCIICR. A I SIPQSON DCPAOI—76—C—0317I UNCLASSIFIED SYSTAN DISI 3I

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FINAL REPORT VOLUME uulPostattac k impacts of the

~ Crisis Relocation Strategy onTrans portation Systems

~ THE ROLE OF TRUCKSTOPS IN CRISISRELOCATION

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~~1 JA F I N A L f i E P T..

~ POSTATTACK IMPACTS OF ThE CRISIS RELOCATION\~ __,

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STRATEGY ON TRANSPORTATION SYSTEMS -

Volume fl~.. The Role of Truckstops in ~risis Reloca tion

John w./:i11heime~~Arthur W./Simpson

-- E.J./Slibeck

For :

Defense Civil Preparedness AgencyWashington JLC. 2fl~fl~

/5DCPA W6rT lJnit 2313D

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DCPA REVIEW NOTICE:

“This report has been reviewed by the Defense Civil PreparednessAgency and approved for publication. Approval does not signifythat the contents necessarily reflect the views and policies ofthe Defense Civil Preparedness Agency.”

APPROVED FOR PUBLIC RELEASE ; DISTRIBUTION UNLIMITE D

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POSTATTACK IMPACTS OF THE CRISIS RELOCATION FinalSTRATEGY ON TRANSPORTATION SYSTEMS(Volume III: The Ro l e of Truckstoos in ‘ F f( ’ IN . N(POI?

________ Crisis Relocat ion~ ~.SYST AN Np , J)1$J,.~~~~ _.1 S I ‘HONI., S C( ’ N Ii I. T (III I . f l* N I . I 5 ( N. . .

John W. Blllhelmer , Ar thur W. S impson , Contract ECPAO1-76;E.J. Slibeck C-0317

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SYSTA N, Inc .~ P.O. Box U, Work U n i t 23 13DLos Al tos , Cal i forn ia 94022

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September 1978I~’ft ’n s..’ C t v i I Pre 1~.i r ’dne .c s Agt’ncy ~~~~~~W.’ t s h I i i g t ’~. , D.C. .0101 119 —IS MOIPItOLING A G I N C I ULMI S £0 I S%..t d,Il...NI IIfl .,I t .IIII. ’1I014 OI l . , NI 3 % F( u N I 1~~ C l 53% ~ l II..

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Additional volumes : Volume I--Analysis and Case StudyVolume IT--Revised Planning GuidelinesVolume TV--Prototype Plans

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Transportation , Emergency Postattack AnalysisTruc kstops Relocation , PopulationEmergency P anning , Transporta t ionCris is Relocation

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T o the two decades since they have become a prominent part of theinter c l t y transportation picture , the more than 3,000 truckstopslo(.a ted along the nation ’s highway system have proven themse l vesto be an Invaluable source of emergency assistance to travelersand comercial truckers in natural disasters . This report investi-gates the potential role of the nation ’s truckstop network in an

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S I C U N I Y T C L 5 ’ . % S F I ( S I l O S OF tI4lI P 5 O 1 i ST, .~ D•IN ~~~~~~~

20. (Continued)

, evacuation of U.S. cities in the face of natural disasters ornuc l ear attack.~

(In addressing the potential role of truckstops in such evacuations ,or crisis relocations , a directory of 2,f82 prima ry and secondarytruckstops has been assembled. Profiles of typical truckstopactivities have been developed , and the role of truckstops in pro-viding relief for travelers during severe winters and hurricanewarnings has been chronicled . Nearly 70 percent of the truckstops• surveyed in this investigation could be expected to survive apopulation-based nuclear attack. The relative invulnerability oftruckstops to attack , coupled with their importance in the day-to-day movement of intercity cargo,makes them a valua ble resource i n anycrisis relocation plan .~~Under crisis relocation ~

‘onditions , certain truckstops locatedwithin risk areas would be designated as critical and would remainopen with minimal staffing during and after relocation . Otherrisk-area truckstops would remain open so long as their fuel sup-pl ies last during the three-day relocation effort and shut downon the final day of relocation . Truckstops located within thehost areas would be designated as emergency control centers forinterc i ty cargo movement . In addition to their traditional rolesas fueling points , truckstops would serve as (1) emergency controlcenters for interc i ty cargo movement during a crisis relocation ,acting as checkpoints for rerouting or reassignment of essentialshipments ; (2) interim consignment points for non-essential ship-ments; (3) relay points for drivers ; (4) coordination and reassign-ment points for power units and drivers ; and (5) central assignmentpoints for mechanics. This report develops guidel ines for thedisposition of intercity cargo shipments under crisis conditions ,and estimates the stress placed on the parking areas, fuel tanks ,and other facilities of host-area truckstops participating in amassive relocation effort. To make maximum use of truckstops asan emergency resourc e, an attempt should be made to form a volun-tary organization of truckstop owners capable of providing anemergency fueling capability for vehicles and havens of rescue

t for drivers and passengers in times of crisis.

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PREFACE

This report was prepared as part of a series of concurrent studiesundertaken by the Defense Civil Preparedness Agency to i nvestigate thepotential planning and imp lementation problems associated with a crisisrelocation strategy designed to transfer populations from high -riskareas during periods of severe internationa l crisis. The report wasprepared under Contract DCPAO1-76-C-03l7, and addresses the problemsincurred in providing transportation support to survivors of a nuclearattack preceded by a crisis relocation. The research described in thereport was accomplished over a one and one-half year period in the LosAl tos , California offices of SYSTAN, Inc. under the direction of Dr. JohnW. Billheim e r, wi th assistance from Mr. Arthur Simpson and Ms. GailFondahl . Mr. Simpson was responsible for assembling information onthe existing road, rail and fuel distribution networks , and assessingnuclear attack damage at national and local levels. Ms. Fondahi helpedto assemble and interpret data on road networks , and developed simp lifiedprocedures for computing transportation stress. Mr. Ed Slibeck of theNational Transportation Fueling Corporation provided invaluable infor-mation on truckstops , while Ms. Carole Parker organized and edited thefinal report.

In serving as technical monitor on the project, Mr. Steve Birmingha mof DCPA provided technical guidance throughout the invest igation , andhelped to establish convenient avenues of liaison with concurrent crisis -~relocation studies . At the national level , lir . George Van den Berghe andMr. Hanford Edsall of DCPA also supplied useful guidance , while Mr. FrankMollner of DCPA Region VI provided valuable background information on the •Colorado Springs Study Area.

This research on “Postattack Impacts of the Crisis Relocation Strategyon Transportation Systems” is reported in four volumes :

Vo lume I: Anal ys is and Case Study

Volume II: Revised Planning Guidelines

Volume III: The Role of Truckstops in Crisis Relocation

Volume IV: Prototype Plans for State of Colorado ,El Paso County and Fremont Co nty (limi ted distribution )

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TABLE OF CONTENTS

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1. INTRODUCTION 3

BACKGROUND ON THE CRISIS RELOCATION STRATEGY 3O B J E C T I V E S 4REPORT ORGANIZATION 5

2. OVERVIEW OF THE TRUCKSTOP NETWORK 6

P R O F I L E OF A T Y P I C A L TRU CKST OP 6Typ~ caI Characterist ics 6Ty p ical Services Offered 7

R E L A T I V E I M P O R T A N C E O F T R U C K S T OPS IN I N T E R C I T Y CARGO M O V E M E N T 8C a r r i e r s Wh i ch Use T r u c k s t o ps 8Carriers Which Do Not Use Truckstops 8

C U R R E N T E M E R G E N C Y R O L E 10

3. I N V E N T O R Y OF U .S. T R U C K S T O P S 11

T R U C K S T O P L O C A T I ONS A N D C H A R A C T E R I S T I C S 11RELATIVE VULNERABILITY OF U.S. TR (JCKSTOPS 12

4. POTENTIAL ROLE OF TRUCKSIOPS IN CRISIS RELOCATION PLANNING . . . 13

EMERGENCY ACTIVITI ES AT RISK— AND HOST—AREA TRUCKSTOPS . . 13R isk—Area Truckstops 13Host Area Truckstops 13

DISPOSITION OF INTERC ITY SHIPMENTS 14Disposition of Essent ial Interc ity Sh i pments 14Dis position of Non—Esse ntial Intercit y Shipments 15

STRESS ON CRITICAL HOST—AREA TRUCKSTOPS 15Parking Requ irements 16Fuel Re quirements 17Additional Requ irements 17

5. TOWARD A NATIONWIDE EMERGENCY ORGAN IZATION 18

STRUCTURE AND ELEMENTS OF T H E PROPOSED ORGANIZATION 18 I -

ADVANTAGES OF THE PROPOSED ORGANIZATION 19POTENTIAL COSTS AND REVENU ES 20R E C O M M E N D A T I O N S FOR I M P L E M E N T A T I O N 21

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SUMMARY

In the two decades since they have become a prominent part of theinterc ity transportation picture, the more than 3,000 truckstops locatedalong the nation ’s hig hwa y system have proven themselves to be an inva-luable source of emergenc y assistance to travelers and commercial truck-ers in natural d isasters. The success of truckstops in coping with pastemergencies suggests that these support facilities might profi tabl y beincorporated in current and future emergenc y plans developed at federa l,state and local leve ls . One set of emergency plannin g efforts currentlybein g undertaken by all government levels addresses the possibility ofevacuat ing major U.S. cities in the face of natural disasters or nuclearattack . This report investigates the pot ential role of the nation ’struckstop netwo rk in such an evacuation, or crisis relocation .

In address ing the potential role of truckstops under crisis reloca-tio n conditions, a directory of 2,682 primary and secondary truckstopshas been assembled . Profiles of typical truckstop activities have beendevelo ped, and the role of truckstops in providing relief for travelersduring severe winters and hurr icane warn ings has been chronicled. It isestimated that trucksto ps supply about 68 percent of the diese l fuelused by tractor—trailer combinations in mov ing the nation ’s i n t e r c i t ycargo. Most of the remaining fuel is distributed through the pumps ofprivate retail fleets and general freight carriers large enough to main-ta in their own terminal networks. Additional research is needed toascerta in the nature and location of these private terminal networks and -to assess their potential role in time of crisis.

An anal ysis of the location of the 2,682 truckstops surveyed inth is investigation reveals that nearly 70 percent of these truckstopscould be expected to survive a nuclear attack. The relative invulnera-b ility of truckstops to attack, coupled with their importance in theday—to-day movement of intercity cargo make them a valuable resource inany crisis relocation plan . Under crisis reloc ation conditions, certaintruckstops located within risk areas would be designated as critical andwould remain open with minimal staffing during and after relocation.Other r isk—area truckstops wou ld renial n open so long as their fuelsupplies last dur ing the three-day relocation effort and shut down onthe f inal day of relocat ion. Truckstops located within the host areaswould be des ignated as emergency control centers for interc ity cargomoveme nt. In addition to their traditional roles as fuel ing points,these control cente rs would also act as: (1) checkpoints for reroutingor reass ignment of essential shipments; (2) interim consignment pointsfor non—essent ial shipments; (3) relay point s for drivers ; (4) coordina-tion and reassignment points for power units and drivers; and (5)

- I central assignment points for mechanics.

This report develops gu idelines for the disposition of interci tycargo shipments under cr isis conditions, and estimates the stress placedon the parking areas, fuel tanks, and other facilities of host—areatruckstops part icipatin : in a mas:ive relocation effor : Gu id e li nes for

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the dis position of shipment s and for al l ev i at i ng stress at criticaltruckst ops have been incorporate d in the overall guidance for transpor-tation support of a crisis reloc ation strateg y developed separately bySYSTAN for use by DCPA planners. A summary of the contents of thisoverall guidance appears in Exhibit S.l .

To ma ke maximum use of trucka tops as an emergency resource , anattempt should be made to form a volu ntar y organi zat ion of truckstopowners capable of providing an emergency fueling capability for vehiclesand havens of resc ue for driv ers and passengers in times of crisis.Such an organization would work within the fram ework of state and localemergency p lann ing charters, supplement the current emergenc y responsecapability of the trucking indus try, enhance the emergency preparednessposture of the countr y at l i t t l e cost to the government , and help ensuret hat th. nat i on ’s most versatile mode of freight transportation w o u l dcont inue to operate efficiently in times of stress.

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RECOMMENDED GUIDELINES F OR TRANSPORTATIONSUPPORT OF THE CRISIS RELOCATI ON STRATEGY

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1. INTRODUCTION

With the completion of large sections of the nation ’s interstatehighway network in the ear ly lg6O U s , the motor carr ier displaced therailroad as the dominant mode of intercity freight transportation, meas-ured in terms of total tonnage carried. As intercity truck trafficincreased in importance, a network of support facilities grew up along-side the interstate highway system. These support facilities , commonlycalled truckstops, are self—contained units capable of providing a vari-ety of fueling and support services in times of emergency. The impor-tance of truckstops in emergencies has been demonstrated in a variet y ofcrisis situations, ranging from sudden Gulf Coast hurricanes to severeNortheast winters.

The success of truckstops in coping w i th past emergencies on an adhoc basis suggests that these support f a c i l i t i e s might p ro f i tab ly beincorporated in current and future emergency plans developed at thefederal, state and local levels. One set of emergency planning effortscurrently being undertaken at all governmental levels focuses on thepossibi l ity of evacuating maj or U.S. c i t ies in the face of threatenednuclear a t tack. This report invest igates the potential role of truck—stops in such an evacuation, or cr is is relocat ion. As part of theinvest igat ion, the report contains an overv iew of the nation ’s truckstopnetwork , s ta te—b y-sta te inven tor ies of individual truckstops, assess—ments of current and future emergency ac t i v i t i es appropriate for truck—stops; and recommendations for a nationwide organization of truckstopowners capable of providing emergency support in areas threatened bynatural or nuclear disasters.

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1,1 BACKGROU ND ON THE CRISIS RELOCATION STRATEGY

The a l l—hazard , a l l—cont ingenc y c iv i l preparedness program now understudy by the Defense Civil Preparedness Agency (DCPA) recognizes twobasic strate gies for protecting populations threatened by major hazards:

One is to provide the best protection possible wi th the populationessentially in place, at or near their homes~ schools, and placesof work. The second is for people to leave the threatened area iftime a l lows (Reference 1) .

While the strategy of protection in place remains the primary strategy- I for defense under nuclear attack conditions, the al l—hazard , a l l—con t in—

gency civil preparedness program recognizes the need to plan for thecontingency of re locat ing the population from high—risk areas duringperiods of severe international cr is is. Four primary arguments supportthe need to plan for c r i s i s reIocat ion~

— It is probable that a nuclear attack upon the United States willbe preceded by a crisis build—up of suff icient duration to permitpopulation relocat ion from high—risk areas.

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— If an adversar y ’s cities were to be evacuated during a period ofcr isis. U.S. cities should also be evacuated.

- It i~ likely that many citizens w i l l leave large c i t i e s in theface of c r i s i s in a “spontaneous evacuation, ” whether or not theyare adv ised to do so.

— Crisis relocation has been proven feasible in recent large—scaleevacuat ions in the face of hurricane warnings.

The movement of large masses of populat ion in advance of a threat—ened at tack w i l l severe ly test nat ional and local transportationresources. Plans for evacuating pop ulations , mai nta ining essentialgovernmental and private services, and transport ing crit i cal workers allhinge upon the availability, maintenance, and control of the nation ’sfuel resources, transportation flee t , and road and rail networks. Pastresearch undertaken by SY STA N ( Reference 2 ) assessed the t ransportat ionrequirements accompanying cr isis relocation; inventoried existing levelsof vehicle availability, roadway capacity, and fuel supplies; identified

— potential bottlenecks resulting from an inability of the system tosupport crisis relocati.on requirements; investiga ted methods of upgrad-ing system performance under conditions of crisis reloca tion : and devel-oped guidel ines for prov id ing t ranspor ta t ion support for the crisisre loca t ion s t ra tegy .

A more recent SYSTAN study, ~~,stattack Impacts of the Crisis Reloca-tion ~.,trate gy on Trpnspp rtptio~ Systems (Reference 3), extends theprevious research by (1) inv estigating the effects of a nuclear attackon the reconfigured transportation system and the relocated population,(2) identifying and evaluating alternative means of providing transpor-tation system support following such an attack , and (3) reviewing exist-ing relocation guidance in the light of pr obable postattack conse-quences. In recogni tion of the growing importance of truckstop s inintercity traffic movement, and their potential importance in any crisi srelocation effort, the DCPA further extended the previous research to

* include a detailed analysis of the role of truckstops in crisis reloca-tion planning; the present report. written as a companion volume toReferences 2 and .. is the r~ sult of this analys is.

1.2 OBJECTIV ES

The spec i f i c ob jec t i ves of the research described in this reporthave been :

— To develop a comprehens ive, consol i dated inventory of U.S.truckstop locat ions and f a c i l i t i e s ;

— To assess the potential role of truc k stop s in cri sis relocation;and

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— To develop anci evaluate various criteria for the selection oftruckstops to be included ri the civi l defense transport network.

1.3 &~PORT ORGANIZATION

This report provides an overvi ew of the nation ’s truckstop network ,assembles state—by-state inventorie s of individual truckstops, assessesthe potential role of these truckstops in the event of a crisis reloca-tion, and recommends the formation of a nationwide emergency organiza-tion of truckstop owners. Chapter 2 presents an overview of thenation ’s trucks top network which includes a typ ica l truckstop p ro f i le,an assessment of the re la t i ve importance of truckstops in interc’i tyfreight movement, and a rev iew of past emergency a c t i v i t i e s undertakenby trucksto p operators. Chapter 3 descr ibes the locat ion of individualtruckstops throughout the country and assess their vulnerability tonuclear attack. Chapter 4 outline s tentative guidelines for the opera—t ion of truckstops and the d isposi t ion of in terc i ty cargo under emer-gency conditions, and assesses the relative demands ~mposed on truck—stops following these guidelines. Chapter 5 reccmmc ~.s steps toward theformation of a nationwide organiza tion of truckstop owners capable ofproviding emergency support in areas threatened by natural or nucleardisasters.

Four appendices support the analytic discussion in the body of thereport. Appendix A contains a computer—produced listing of characteris-t i c data for each of 2,682 truckstopg, arranged by state. Appendix Bprovides details on the relative importance of truckstops ‘in fuelinginterc ity cargo trucks, whi le App endix C contains a list of thosecommodities and industries judged to be essential for population supportor economic survival during a crisis relocation. Finally, Appendix 0contains a sample memorandum of understanding between a state and anemergency association of transport ation officials.

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2. OVERVIEW OF THE TRUCKSTOP NETWORK

This chapter presents an overview of the nation ’s tru cksto p ne tworkwhich includes a statistical profile of a typical truckstop, an assess-ment of the relative importance of truckstops in intercit y freigh t move—

— ment, and a brief review of the role of truckstops in alleviating pastemergency situations. Statistical information contained in this chaptercomes from two major sources:

1. A survey conducted for SYSTAN by the National TransportationFueling Corporation in early 1977 which identified and classi-f ied a total of 2,682 truckstops scattered throughout theUnited States (see Appendix A).

2. An in—depth survey of the operations of 152 truckstopsconducted by Laventhol and Norwath for the National Associa-tion of Truckstop Operators (NATSO) in 1975 (Reference 4).

Exhibit 2.1 plots the location of the 2,682 truckstops identified inthe SYSTAN survey . This exhibit clearly shows the wide expanse of thenat i on ’s t rucks to p ne twork , and the concentr at i on of loca t io ns a l o ng themajor intercity shipping routes.

2.1 PROFIlE OF A TYPICAL TRUCKST~f

The typical truckstop is open 24 hours a day, seven days a week , 52weeks a year, and offers far more than fuel to its trucking customers.In addition to fuel , truckstops offer garage and maintenance facilities,overnight parking space, sleeping accommodations, restaurant operations,retail stores, and a variety of communications services.

2.1.1 Typ ical Characteristics

The in-depth survey conducted by the National Association of Truck—stop Operators (NATSO; Reference 4) showed that, of the 152 truckstopsresponding:

1. 100% were open for fue l sales and service work 24 hours perday , year—round;

2. 85% had been constructed after 1 960, with 32% beingconstructed after 1970;

3 . 77% service p asse ng er cars as well as trucks;

4. 75% were located along an interstate highway, wh i le 20% werelocated alon g another major highway and 5X were located withinan urban area; and

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5. 65% were ind.pend ,ntly owned and operated, wh il. the remainderwere operated as part of a ch ain.

Th. average truckstop surv aye di

1. Occupied 10.9 acres, of w hich 7.7 acres are parking;

2. Had a replacement valu . of $870,000 In 1975 ;

3. Operated eight diesel pumps and seven gasoline pumps; and

4. Pumped 3.1 mi l l ion gallons of diesel fuel and 0.6 milliongallons of gasol ine in 1 975, or about 5 gallons of diesel fuelfor every gallon of gasol ine.

The busiest day for t ruck stop owners al ong interstate routes and1 1 maj or highways is Wednesday , wh i l e T uesday was the busiest day reported

by a l imi ted sampling of truckstop owners in urban areas. The busiesttime of the 24-hour serv ice period for all truckstops is the hourbetween 5:00 and 6i00 P.M.

Most large truckstops require several truckloads of fuel daily toreplenish their fuel supplies. It is estimated that the reserves ofthese larger truckstops would be depleted in two days of normal activit yif incoming supplies were cut off.

2.1.2 TvDicaI Services Offered

The range of services offered by the truckstops surveyed in Refer-ence 4 is reflected in Table 2.1 . A lthough a few truckstops offer inysleeping fac i lities have dormitory accommodations , the vast majority(87? ) o f f e r p r iva te rooms. The median number of p r i vate rooms ava i lab leIs eleven, while the median percent occupancy is 70%.

In addition to the communica tions equipment listed in Table 2.1,nearly al l trucks tops operate CB radios and monitor the local a i rwaves.to keep track of distress calls and local highway conditions. CB radiosar e also a key item stocked by those truc kstops w i t h re ta i l out lets onthe premises.

A var ie ty of fuel brands are sold at the truckstops throughout thecountry. The lead ing brand is Union 76. which pioneere d in the develop-ment of truckstops shortly after the in.ugurat ion of the InterstateHighwa y sy stem , and which maintains a i .tl onw id e netwo rk of 600 Class Itruckstops. Exhibi t 2.2 presents an aerial v iew of a Union 76 truckstopon 1—95 in Paulsboro, New Jersey, showing the expanse of land and f a c i l —i tt es devoted to servicing interc ity cargo vehicles.

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TABLE 2.1: SERVICES PROVIDED BY TRUCKSTOPS

Percen tage of Respondents Percen tage of Res ponden tsjyp~ of Service Offering Service Type of Service Offering Service

FUEL SERVICE COMMUNICATIONS

Diesel fuel 100.0% Comdata/network 94.4%

Gasoline 99.3 Graphic scanning 76.9

Propane gas 54.9 Insta/com 82.5

I I Bu tane gas 6.6 Transce iver 62.2I ‘I Western Union/Telex 78.3

GARAGE SERVICE Mid-Continent Inter-State ServiceTire repair facilities 96.6 Corporation 46.8

Certified mechanic 43.0

Minor engine repairs 72.1 BRA NDS OF FUEL SOLDMajor engine repairs 21%1 Union 76 21.8Truc k was hi ng 47.6 Texaco 14.5Steam clean i ng 43.7 Skelly 13.9Truck l ubrication 82.7 Amer Ican 12. 5Auto lubricati on 50.3 Arco 7.2Wrec ker serv ice 41 .7 Husky 3.9Dispatched service 23.8 Fina 2.6

Exxon 2.6AMENITIESChevron 2.6

Restaurant 96.0 Other 18.4Sleeping units 74.5Showers 96.0 MISCELLANEOU SDr i vers ’ lounge 84.7 Truck scales 49.0

Retail sto~~ 947 Parking lotsecurity guard 8.6

Truck brokerage service 25.1Warehouse facilt ties 10.6

( Source : Reference 4)

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2.2 RELAT IV ( LMPORTAHCE OF TRUCKSTOPS IN INTERCITY CARGO rIOVEIIEPI T

It is estimated that truckatops supply about 68 percent of a l ldiesel fuel used by tractor-trailer combinations in interc ity operationsand about 56 percent of total diese l fuel used In both intero ity andurban operations. Details of these estimates may be found In AppendixB. Typicall y, truokstop users include most common carriers of householdgoods and special commodities, smaller carriers of general freight , andspecialized private carriers serving large territories from a singlehome base . Most large and many medium -size common carriers (classifiedas Class I and Class 11 by the Interstate Commerce Commission) trans-port ing general freight nationally or regionall y maintain their ownnetwork o f terminals and use truc k stop s only infrequently. Privateretail fleets and chain operations such as Sears and Safeway tend tomake relatively short trips and refuel at their respectiv e home base .

2 .2 . 1 C a r r i e r s Wh i ch ice Tru ckstoos

Large and medium-sized (Class I and II) carriers of special commodi-ties and household goods , Class III (under $500 ,000 annual revenue )carriers of general fre i ght , and Intrastate carriers do not usuallymaintain extens ive terminal networks, ~nd may have on ly a single hometerm inal where units are serviced, refueled and repaired. These commoncarriers use truck atops extens ivel y . In addition , privately-ownedcarriers for companies serving large territories from a single home baserely heavily on truckstops. Manufacturers, large wholesalers, chemicalplants , and food processors are examples of such companies. Thosegeneral fre i ght carriers using truckstops tend to be small- and medium—size operations ; about half sr~ owner-operators with only one truck.Large general freight carriers w i l l also use truck stops on weekends andholidays , and at other times when their own terminals are inconvenient.

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2.2.2 C&rrie rs Which Do Not Use Trucketoos

H lost Class I and many Class II carriers transporting general freightnationally or regionally have terminals along their routes which providesome of the same services for their own drivers and vehicles as truck -stops provide for other trucks. A large Class I carrier may haveseveral dozen term inals dotted across the country. Ma jor terminals i nthe large metropolitan areas generall y have a refueling cap a bilit y, agarage capable of handling major vehicle repairs, load i ng and unloadingfac i lities , and communicat ions facilities (telex , radio ) enabling themto communicate with other terminals In the sy stem as well as with unitson the road . Relatively few general freight carrier firms providesl eep i ng accommodat i ons f or the i r drivers. Moreover, economic consider—at ion s and un ion restrictions prevent 24-hour operation of these termi-nals . whi ch are often closed ever weekends and hol idays.

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served by the larger general freight carriers are smaller than parentterminals and have loading and unloading facilities and a communicationcapability. Some have fueling capability and some do not, but theygenerally do not have truck repair f a c i l i t i e s .

In general, large general freight carriers use their own faci li -t i e s whenever possible. Each driver leaving the home base has a fuelplan for the entire length of the trip , specifying where he wil l stopfor fuel and how many gallons wil l be obtained at each point. Usua lly ,he will refuel at the company ’s terminals. On those sections of hisroute where no company-owned terminals are available, or where company—owned terminals are closed at the time of his passage, he will refuel ata truckstop or at a contract supplier. The contract supplier may be oneof two types: a supplier which supplies a relatively few carriers on acontract basis only and accepts rio off-the-road business; or a truckstopwhich supplies the carrier according to a specific fuel purchase agree-ment, in addition to serving individual off—the—road trucks on a no—con-tract basis.

A number of economic considerations underlie the reliance of majorgeneral freight carrier s on their own terminal network . A few of theseconsiderations are briefly discussed below.

1. L~~j r cost of fuel purchas ed d i rec t ly from oi l com panies.There is a considerable cost-saving in bulk purchases of fuelfor the carriers ’ own terminals. In addition, supplying oilcompanies will often help a carrier put in a tank for fuel atthe carrier ’s terminal by providing full or partial financing.Of course , this is advantageous to the refiner, since anyagreement would speci f y that al l fuel must be purchased fromthat refiner.

2 . Larc e f uel capacit y of trucks. The high fuel ca paci ty oflarge combination trucks of the regional or national carrierof ten makes refueling at truckstops unnecessary. Large truckscan carry more than 200-250 gallons of fuel, making it possi—ble to travel 1000 -1250 miles wi thout refue l ing , and decreas—ing the need to stop at terminals not under company ownership.The general freight carriers , of course , can serve only thoseroutes authorized by the ICC , and can therefore place theirterminals on those routes as required.

3. Charoes by Drivers. It is in the best interests of thecar r i er t ha t th e u ni t be “ready to roll” when it is given tothe driv er. Therefore, fueling is carried out at thecarrier ’s terminal before the driver begins logging his time .If a dr iver, at the carrier ’s request , stops at a truckstop torefuel, the carrier is required to pay him for his time and,in addition , the driver may make an additional charge for thisrefuelin g stop . If the driver stops at a truckstop for coffee -or rest, it is on his own time and he is not paid by thecarr ier .

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In addit ion to larger general f reight ca r r ie rs , p r iva te retai l f l e e t sand chain operators such as Sears and Sa fewa y tend to make r e l a t i v e l yshort trips from a regional base at which most refueling occurs.Although slightly more than half of the diesel fuel used in movinginterc ity and local cargo comes from truckatops , terminals of privateoperators pump most of the remaining supply, including a large share ofthe fuel used to move essent ial general freight cargo and to transportfood from wholesale warehouses to retail outlets. Investigation ofterminals maintained by p rivate fleets was beyond the scope of thecurrent study. However , future studies of fuel distribution under emer-gency conditions should be expanded to Include these important fueldistribution elements.

2.3 CURR ENT EMERG ENCY ROLL

The proximity of the nation ’s truckstops to the interstate highwaysystem , coupled with the wide range of cervices offered by these truck—stops , makes the truckstop an ideal source of emergency aid for truckersand travelers on interstate and other major highways. Dur ing the severesnowstorm s that blanketed the northeastern United States during thewinters of 1976-77 and 1977-78 , trucksto p opera tors housed strandedtrave lers , coord inated truck convoys to ensure the safety of comm ercialcargo , monitored CB channels to identify critical situations , organizedrescue operations , used snowmobiles to take fuel to stranded vehicles.and performed many other activities to protect the traveling public andkeep commercial traffic moving. Truckstops also provided importantemergenc y support during the evacuation of several Gulf Coast areas inthe face of Hurricane Camille.

Perhaps because the development of a widespread network of truck—stops ~s relatively recent , their role in emergenc y relief is not widelyrecognized. In an attempt to conserve fuel during the winter of1976-77, the Governor of Virginia ordered that all businesses within theState were constrained to operate no more than 40 hours per week.Although bus stations and other terminals handling interstate commercewere exempted irom this order, truck atops were not . Those truckstopswith in three miles of an interst a te hig hway were allowed to operatetheir fuel pumps more than 40 hours a week , but the service departments,restaurants , wrecker service, and other support operations were origi-nall y restricted to the 40—hour limit. Moreover , truckstops more thanthree miles from an interstate highway could not operate over 40 hoursat a l l. The Governor ’s order soon did more to halt truck movement in

Virginia than the inclement weather. In one instance, NATSO reportedthat over SO truck s were sitting idle in a truckstop because theycouldn ’t get fuel to make their next scheduled checkpoint . Once thei mpact of restricted truck stop operations made itself felt and waspublicized, the Governor rescind ed the 40—hour rule in the case oftruc kstops. In the future , however , it is hoped that the unique andessential ro l e of t r u c k e t o ps in interstate commerce will be recognizedi n advance of sweeping restrictions on business and commercial activi ty.

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3. INVENTORY OF U.S. TRUCKSTOPS

This section summarizes the classification scheme used in inventor—izing maj o r U.S. truckstops and uses the locat ion data obtained in theinventory to assess the rela tive vulnerability of the nation ’s t ruc kstopnetwork to nuclear attack .

3.1 TR UCK STO P LOCATIONS AND C HARACTERISTICS

A comprehensive inventory of major U.S. truckstops was developedfor SYSTAN by the National Transportation Fueling Corporation in early1 977. For each of 2,682 separate truckstops, the following informationwas assembled:

1. Name ;

2. Address;

3. Telephone Number; and

4. Fue l Brand Sold.

Each truckstop was further classified as either Primary ( P ) or Secondary(S) according to the fo l l ow ing cri ter ia:

P — Primary Locations

— Extensive parking (at least 100 units at highway locations)- Restaurants (large, approximatel y 100 seats or more)— Sleeping accommodations available (except toll road plazas)— Full mechanical facilities— Full communications facilities (including wire service)— Ample fuel storage capabilities (at least 50,000 gallons )

—

S - Secondary Locations

— Adequate parking (at least 25 units for urban locations and50 units at highway locat ions)

— Restaurants (smaller scale but adequate for location;approximately 30—50 seats)

— Basic mechanical facilities— Basic communications facilities (may lack wire services)— Sleeping accommodations (either d i rec t ly avai lable or adj acent)— Adequate fuel storage capability (various from 20—25,000 gallons -

and upward)

The truckstop information, which has been assembled on a farbr oader scale than was prev ious ly ava i lab le from any source, has beencoded and computerized for easy sorting and access. Appendix A con t a i n sa computer -produced listing of characteristic data for each truckstop

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arranged by state. A sample page from Appendix A containing truckstopdata from the State of Colorado appear s in Exhibit 3.1. The location ofthe listed truckstops has also been pl otted on detailed state and

- - national maps.

3.2 RILAT IVE VULNERABILI TY or u.s. IRUCKSTOPS

One important criterion for measuring the potential utilit y oftruckatops in times of emergency is their vulnerability to nuclearattack. In order to assess this vulnerability, SYSTAN compared thegeographic locations of each of the 2,682 truckatops identified in thecomprehensive inventory of Appendix A with the blast and falloutdiagrams contained in the DCPA publication entitled “High Risk Areas”(Reference 5). In this comparison, the truckatops which were wellinside or well outside the blast and fallout effects of the attack spec-ified in this publication were first identified. This rough initialidentification process was used to sort out those truckstops which wereeither unaffected by the specifie d attack or which could be expected tosuffer severe blast or fallout damage .

The initial sorting process also identified 100 truckstops whichwere on the fringes of blast areas. SYSTAN assembled the coordinates ofthese quest ionable stops and submitted them to DCPA for a detailedcomputerized damage assessment. The results of this damage assessmentwere then incorporated in the overa l l truckstop vu lnerab i l i ty assess-ment. As a result of this assessment, it was determined that 1,840(68.63) of the truckstops would remain undamaged , while 23 (0 86) wouldsustain onl y slight damage . It was also determin ed that 757 (28.23) ofthe truckstops were located close enough to the center of the blastzones that they would not survive the postula ted attack. An additional62 truck stops (2 .3X) were unaffected by the blast but subject to fallouteff ects. Since over 69 percent of U.S. truckstops can be expected tosurvive a nuclear attack with either no damage or ver y slight damage, itcan be seen that truckstops con stitut e a relatively invulnerable elementof the n’~t i on ’s t ransportation network. The truckstop vulnerabilityassessment is summarized on a state-by- state basis i n Table 3.1.

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TABLE 3.1: TRUCKSIOP VULNERA I31LITY ASSESSMENT

Unjffpcted Si ~ :ht S,-~ ,- - e F .~ll~ ut Percent Su rv iv inQ‘~~t .I l ~-y B la st L1 iic~ Bl ast (‘f, ?CtS r ,nedi tel y Avd~ i4P !~

Stat, ~~~~~ or Fal lout Damaqe ~ama~~ Onì y Total Primiry Sc ary

Alabasia 49 3’ 11 -• 7~’ . t 80.8 71 . )

Al aska 11 11 .. -- 100 100 100Ar izoni 28 20 8 -- ‘1 .4 78.9 5 5 I~~

Arkansas -~ 33 7 17 2 71 .4 61 5 82.~Califo rnia 12) 49 7 f.6 ~ 41 .5 41 .8 al?Colorado ~6 53 1 11 1 818 ‘5.0 84.8Connecticut 16 -. 13 3 0. 0Del aware 6 1 4 1 16. 1 33 .3 oF1~~rida 87 .74 •

• I~~~~’ 70 .6 71. 0Georgia 57 45 17 - ~9 .9 7~~ . 7

~~~ SIdaho 38 35 1 - V .1 75.~’ ~~~

fl Il lino is 80 43 35 2 ~3.8 52.2 5 c 9Indiana 75 50 - 7 ~~~~~~~ A 5 3

Iowa 73 1.1 - q 3 9 75 .9 R7 .~ka nsas 1~~1 ‘A I 71 2 ‘‘.0 ‘4 I ‘si . 1kentucky 35 .~~ 1 5 - ~~~ 90 1 0 8~~. 0

1ou~sian a ~~‘ 14 • 69 .~ co .o d2 . 1Maine 1~

‘ - ~~~ 300 ~~~Mary land .‘fl ‘ I) 4 35.0 30 .0 40.0Massachusetts 3t - 5 5 5 13.9 31 .3 ~Michi gan 51 21 - 5318 45.5 ‘14Hlnnecota 30 1 t ) I0 .7Niss~ssippi ~~~ ~~~ 3 - 37 .3 ‘ 3 1 3 ~~~~~~Mi ssour i 39 1 10 540 3~~9 ~1 4liontana 50 3 1 6 11 - ‘3.0 ~~ 1 74 .4Nebraska 57 11 4 N, 7 ~~~ s0 .fl

Nevada 2° 71 3 77,3 63.6 77 .3New Haii’pshire 1 - B8. ’~ .- 8SI °New Jersey 35 11. 4

~~ l~~ I.7

New F~es~co I1s 31 13 . 71 . 7 ~10 ‘5 .0New ~~rk 4~

. 7 1 3 53,9 ~0 I E 1’S.ONorth CarolIna 53 -~~~

1 ,.’ - ~~~~~~ 83.3 ‘-V . 3‘:~rth Dakota 31 - 3 f’ .7 ~~~~- -,

1)5 e~0 35 ~~~ ~~• 4 s~.0kl ,,P~ ma 9. .-. 21) - . 0 • 4 54 ,5 ~~~(Yrecon .31 1 1~ ~3. . 5~ ,’ -~.3Pennsy lvan ia 124 ‘ 33 f . 3~~ ‘1 .1 ‘-1 . 0Rhode Island .1 - - 3 1 (1.0 ..South Carolina 39 1~ -

~~~~I 7 55. 7 ~~~

South Dakota 41 .7 1 11 1 \ 7 3 .4 79 .1Tennessee S~ 44 1 • I~()I~

~ .1 o~257 3 ‘ ,n ~~~~~~~

Utah ~~‘

77 10 - 7 1 0 33,3 ~~~V ev~Iont 10 g 2 . -~0~~VI r gi nia 43 31 17 . ~Z . l 54 IQ p 3.3Washinaton 3,7 14 • t~’ .s ~~~ ~~~~1~est V ira lnia 18 13 5 - ~..‘ .7 - -3 .3 100W i s c o n s i n t I 13 10 • ~~~~. ? c 3 3 3-1 .3Wyomin a 24 . ‘0~~ ~5 .5 ~~0

• Total 2.582 l .~.in .~,,

Percent lV)01 68.6~ 0.85Z 74 7t 7 . 35 ~~~~ 6 l .2 ~ 7 3 , 7

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4. P O T E N T I A L R O L E OF TRUCKSTOPS IN CRISIS RELOCATION PLANNING

The r e l a t i v e i nvu lne rab i l i t y of t ruckstops to nuclear a t tack ,coupled with their importance in the day—to-day movement of interc itytraff i c , make them a p iv o t a l resource in any c r i s i s r e l o c a t i o n p lan.This chapter discusses the potential role of risk-area and host-areatruckstops in support of a crisis relocation strategy , dev elops guide-lines for the disposition of intercity cargo shipments under crisisconditions , and estimates the stress placed on the park ing areas . fueltanks, and other facilities of truckstops part i cipating in a re locationeffort.

4.1 EMERGEN CY ACTIVITIES AT RISK — AND HOST-AREA TRUCKS IOPS

4.1.1 Risk-Area Trucksto~s

Roughly thirty percent of the nation ’s truckstops are located in ornear designated risk areas and are them selves vulnerable to nuclearattack. General guidance for crisis relocation activiti es of thesevulnerable truckstops parallels the guidanc e contained in previousSYSTAN work for a ll risk-area gasoline stations. (See References 2 and3.) Certain truckstops located with i n risk areas would be designated ascritical and would remain open with minimal staffing during and afterrelocation . Other risk area truckstops would remain open so long astheir fuel supplies last during the three-da y relocation effort and shutdown on the final day of relocation, reporting any remaining fuelsupplies to appropriate officials. Mechanics and other staff from thoserisk area truckstops to be closed following relocation would be reas-signed to host area truckstops . which would control the bulk of interc—ity motor carrier movement during and after relocation.

4.1.2 Hosi Area Trucksto~s

In keeping with the gen€ ’al desire to make maximum use of existingchannels in developing crisis relocation plans, truckstops locatedoutside risk areas should be designat ed as emergency control centers forinterc ity cargo movement. In addi tion to their traditional roles asfueling points, these control centers would also act as:

— Checkpoints for the rerouting or reassignment of essential ship-ments;

— Interim consignment points for non—essential shipments;

— Relay points for drivers;

- Coordination and reassignmen t points for power units and drivers;and

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I __•~III ~~~~~~~~~~~~~~~~~~~~ ~-I~~~~I -- - ~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~

~~~~~~~~~~

I ’ - Central assignment points for mechanics.

Subsequent sections of this chapter discuss these activities and addressthe abilit y of critical host-area truckstops to perform these activitiesunder crisis conditions.

4.2 DISPOSITION OF INT ER CI TY SHIPME NTS

To date , l i t t l e guidance has been developed to indicate the disposi-tion of intercity cargo shipments under crisis relocation conditions.Past studies have focused on local t rans portat ion problems , since theincreased istances involved in local distribution dictate that theseproblems are l ikely to be rn- -c acute. However , it is equal ly importantto develop a set of guidelines for handling the intercity traffic feed—ing into the local distribution network. Using the network of host—areatruckstops as a control base, it is possible to develop broad generalguidelines for rerouting and reassigning intercity shipments in transitat the time a crisis relocation is ordered. This guidance wi l l varymarkedly depending on whether the shipments in transit are essential tothe support of the population and the continued operation of the econ-omy . The task of differentiating between essential and non—essentialcargo ~s not always clear—cut, and past studies using different criteriahave produced slightly differen t definitions of “essential” commoditiesand industries. The general criteria used in past studies of transpor-tation requirements are outlined in Appendix C. For the purposes of thepresent discussion , it is simpl y assumed that relative agreement willexist regarding the distinction between essential and non—essentialshipments. Given such agreement. Exhibit 4.1 outlines basic rules forthe disposition of both essential and non-essential shipments undercrisis relocation conditions.

~ 5,;

4.2.1 Disposition of Essential Intercitv Shipment i

Basic rules for the disposition of essential intercity shipmentsunder crisis relocation conditions appear at the top of Exhibit 4.1.Drivers carrying essential intercity cargo destined for a risk areashould proceed to del iver the cargo to i ts dest inat ion if they arewi th in that risk area at the time the re locat ion is ordered. Theyshould then contact their system dispatcher for their next assignment.The dispatcher should be in communication with the motor transport coor-dinator of the transport agency responsible for coordinating risk—areacargo movement during the relocation (see Reference 3, Guidelines andPrototype Plans). If no reassignment is immediately forthcoming, thedriver should refuel and take his vehicle to the nearest host-areatruckatop to await reassignment. Under no circumstances should a driverattemp t to lay over within a risk area, even if that risk area containshis own home terminal.

1. - 14-

~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ — ‘~~ -

T~ ’ ~~~~~~~~~~~~~~~~~~~~

—-- ‘

~~~~~~~~~

EXHIBIT 4.1D ISPOSITI ON OF INTERC I TY CARGO VEH ICLES

IJ N I )E R CRISIS RELOCATION CONDITION S

‘ . . ______ Deliver cargo - con - Deliver cargo, rerout-

ESSENTIAl. ;ij tact dispatcher for ing as necessary to‘ ‘___________ reassi gnment avoid intervening risk

I

-

-

[

argo ~~~~~~~~~~~~~~~~~ 1

- An>~ liost

______ _______ di s ;at che r i mmedia te ly f u r ]

— po~~”.~~h i e r e a s s i gnment or rerout ingI~t l c i r cargo as e xp e d i t i o u s l y asp o s s i b l e

Del iver cargo ; con- ~~ iiver cargo , re Refuel in risk areaVehicle

NON ESSE~TI tact dispatcher for routing as neces- - proceed to nearest

Location ~~~~~~~~~~~~~

—‘—~— next assi gnment saty to avoid in- host urea truckstop

ve~~ - . r isk areas and r ep or t ifl

RiskArea -

T __________ L ~i

• I Cargo

L Destin ; ~ ‘~~ - ____________ Jrea

~ost ~~ —

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

to nearestrea hos t area t rucks t op ~

report in

Vehi cle EMPTYLocation Contact dispatcher. If as-

t ia l cargo in r isk area is- not immed ia te ly forthcom-

~~~~~~~~~~~~~~ signment to pick up essen-

Risk ________ - . -Area

ing, refuel in risk area

~ proceed to nearest hostarea truckstop

Contact dispatcher . If__, not immediately reassigne

Hos t JIJ~~~ _~~~~~~~ proceed to nearest host

Area I area truckstop

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~

I I I I ~~~~~~~~~~~~~~~~~~~~~ I

In terc i ty dr ivers carry ing essent ial shipments destined for riskareas who are outside that risk area at the time of relocation shouldcontact their dispatcher immediatel y for information regarding possiblereassignment or rerouting of that cargo. Delivery of most essentialshipments should proceed as expeditiousl y as possible. In some cases.however , sh i pments may be reassigned from risk areas to host areas, orit may be necessary to reroute traffic aroun.d intervening risk areas.

Drivers with essential cargo destined for host-area locationsshould proceed to deliver that cargo, rerouting as necessary to avoidpassing through intervening risk areas. Intercity drivers with emptytrailers laying over in risk areas at the time of relocation shouldcontact their dispatchers and, if an immediate assignment to pick up anessential cargo within the risk area is not forthcoming , refuel andproceed to the nearest host—area truckstop to await reassignment.

4.2.2 Disp os it ion of Non- Essentia l Inter city Shipmerit~

No shipments of non-essential goods should be initiated once therelocation order is given. Of those sh i pments on the road at the timethe order is given , the only non-essential sh i pments to be deliveredshould be those destined for host areas and those already inside thatrisk area which serves as their final destination. All other drivershauling non-essential goods should report to their dispatchers andproceed to the nearest host area truckstop . There the trailer and itscargo will generally be stored while the driver and power unit may bereassigned to supplement local or intercity transportation requirements.In some emergency situations, the cargo may be off-loaded to free theentire vehicle , but such instances wi l l presumably be rare during therelocation perio d , as few shortages of in terc i ty carriers are antici-pated, and only an estimated 10 percent of all truckstops have warehousefacilities on—site.

It should be explained that any reassignment of drivers and equip-ment is best accomplished by motor carrier dispatchers and personnel,rather than truckstop personnel . The motor carrier personnel haveextensive experience in matching shipping requirements with limitedl abor and equipment. Similarly, truckstops should not act unilaterallyin deciding to off—load non—essential shipments. In the rare instancesin which cargo is off-loaded, it shoul~d be done with the concurrence ofthe carrier , who is responsible for the shipment and who is insuredagainst loss or damage in transit.

4.3 ~JR(SS ON CRITICAL HOST—ARE A TRUCKSTOPS

In addition to providing fuel for an increased portion of interc—Ity fre ight movements during the crisis relocation period, criticalhost—area truckstops will act as checkpoints for the rerouting or reas-signment of essential shipments, interim consignment points for non-es—

____

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_ _ _

1

___________ I ~~~~~~~~~~~~ :I:_ ~_ -

.- - -~~-—

~‘~---

~~ I~ A. ~~~~~~~~ _ •~~lkiI~i

- ~~~~~~~~~~~~~~~~~ - ~~~~~~

- ~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ - -~~~

sential sh i pment s. relay po ints for drivers, coordinat ion andreassignment pointa for power un its and trailers , and central assignmentpoints for mechanics. Since truckatops pump an estimated 68X of thefuel use d by inter o-ity motor carr iers, many drivers would ordinarily bestopping at these truckatops as part of their normal route plan . and theproposed emergency gui delines represent a re l atively sma ll dev iationfrom “business as usual” for these drivers. Since a signif icant portionof int erc ity truckers are dest ined for private terminals or for risk—area truckstop s. however, guidance directing these truckers to host—areatruckatops can be expected to put significant add itional stress on thefuel tanks, parking space, and support faclh t e9 of these truckstopsTh. extent of this additional stress wil l vary from location to loca-tion , but certain average levels may be estimated.

If all interc ity truck traff i c were to be redirected to crit i c alhost-area truckatops, the potential business of an individual host-areatruckatop might be expected to more than double. Ihi s can be illus-trated by the following rough approx ima tion of the potent ial relocationbusiness for a host-area truckstop :

Normal Business \

Tota l Number of T r u ~~~~~ ps jç~~ LInterc~ ty Fuel SalesHost Area Truckstops Trw katop Fuel Sales

iformal Business.71 X .68

2.07 X (Normal Business )

This estimat e represents a nationwide approxima tion. The ratio ofpotential relocation business to normal business would be much higher inCalifornia and in the Northeastern United States, where a higherpercentag e of truck stops are located w i thin risk areas. Given the sireof the poten t ial increase in the business expected at critical host areatruckstops . then, certain measures must be taken to avoid swampingspecific truckstops. A few such measures are discussed in the follow in gparagraphs.

4.3.1 Parkina Requirements

As critical host-area truckstops become control centers for theintercit y shipment of esst~n tial goods, and as non-essential shipmentsand their vans accumulate in those centers, parking requ irements maydouble and the parking space av a ilable at the typ ical truck stop may beexpected to be inadequate to meet the demands placed upon it. A roughrule of thumb indicates that 18 units per acre may be parking comforta-bl y at a truckstop, wit h each tractor-trailer combination having suf fi-cient freedom of movement so that it can move out at any time withoutdisturbing other units. The number of units per acre may be approx i- I:

mate ly doubled to 36 units per acre , i f units are parked axle-to- axle

- 1 6 -

I —

and bumper-to-bumper w i t h no maneuvering room . One option for makingthe most of the parking space at each truc kstop is to park trailers withnon-essential goods, closely spaced. on the less accessible portions ofeach truckatop ’s parking acreage. Another option would be to parkt r a i l e r s w i t h non-essent ial goods o f f the truckstop premises. Each hostarea plan w i l l contain a listing of a v ailat ~le open areas which m ight beused for parking space. along with an estimate of the space required toaccommodate relocating automobiles (see Reference 2). Trailers withdensely-packed loads of non-essential goods might be parked close to theexposed walls at congregate-care facilities to provide an additionalmeasure of expedient fallout protection for evacuees.

4.3.2 Fuel Reguirement s

Although the parking requirements of a host-area truckstop may morethan double , the durtai lme n t of non -essential shipments during thecrisis will limit the corresponding increase in fuel requirements.Estimates indicate that 62X of intercit y truck tr a f f i c s compr ised ofessential goods that would continue to be shipped during the crisisperiod (see Reference 2). Acc ord ingl y, while the traffic at a typicalhost area truck stop might be multiplied by a factor of 2.07 it allintercity shipments are passed throug h these control points, fuelrequirements would be multiplied by a les’;t’r f.ictor of 1 .28 (that is,.62 X 2.07) as non-essent ial shipments are sidetracked and power unitsand drivers are reassigned to the movement of essential goods. Toaccommodate this increase in fuel requir ements :

1. Fuel allotments of critical host area truckstops should beincreased at the expense of shipments to risk area gasolinestations and non-critical truck stops located w i thin the riskarea. This reallocation pro ess should be incorporated in thestate and local crisis relocation plans.

2. Trucks in the risk area at the time the relocation beginsshould be encouraged to refue l at risk area terminals beforeproceeding to host area control points to await reassignment.

4.3.3 Additional Recuirements

Requirements for such support functions as maintenance and communi-cations at host area truckstop s may be eased during the relocationperiod by reassigning personnel, p articularl y m echanics , from risk areatruckstop s and service stations. Where on-premises sleeping accommoda-tions and restaurant f a c i l i t i e ! are limited. truckers and emergencyservice personnel should be given prio r it y over the general public. thesame priorit y concept would apply to vehicles. That is. trucks andemergency service vehicles would be given pri o r i t y over the automobilesof the general public for purposes of refueling and other vehicle serv-ice funct ions.

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5. TOWARD A NATIONW i DE EMERGENCY ORGANIZATION

In the two decades since they have become a prominent part of theInter oity transportation picture, truc ka top s have proven themselves tobe an invaluable source of emergency a ssistance to travelers and commer-cial truckers in natural disasters. They also represent a potentiallyvaluable resource in the event of a crisis relocation. To make maximumuse of this emergency resource, an attemp t should be made to form avoluntary organization of truckatop owners capable of providing an emer-gency fueling capability for vehicles and havens of rescue for driversand passengers in times of crisis. This organization would be formedwithout regard to brand name or company affilia tion , since no single o ilcompany or marketing combination of companies adequate ly covers thecountry, and since most truckstops are independently owned and operated.Minimum standards would be set for members to ensure that they would, infact, play a signif icant role in emergency operations. An initialattempt to draft such standards might start with the criterion used todesignate secondary truckitops in the survey of Appendix A. That is,

1 . Adequate parking (at least 25 units it urban locations and 50units at highway locations);

2. Restaurant a v a i l a b i l i t y (adequate for location —— approxi-mately 30-50 seats);

3. Basic mechanical f a c i l i tie s ;

4. Basic communications facilities (may lack wire services);

5. Sleeping accommod ations (either directl y available or adja-cent); and

6. Adequate fuel storage (at least 20,000 gallons).

5.1 STRUCTURE AND ELEMENTS OF THE PROPOSED ORGANIZATION

A voluntary association of truckstops organized for the purpose ofprov iding emergency fuel and support services could be patterned afterthe National Defense Transportation Association (NOTA), in which repre-sentatives of the transportation industry are organized at the state andlocal levels and bound to the public providers of emergency services atthese levels by joint memoranda of understanding . A sample memorandumof understanding appears in Appendix 0. A truckstop organization might -

possibly be affiliated with the U.S. Department of Transportation ’sOffice of Emergency Transportation, function as a branch of the NOTA,act through a national trade organization such as NATSO or, like most ofthe tru ckstop operators themselves , operate independently. The N a tionalTransportation Fueling Corporation , an independent non-profit organiza-tion , was recently formed to provide a framework for an emergencynetwork of truckstops. Mr. (.J. Slibec k, the president of this oigari i-

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I II _~

• I ~~~~~~~~~~~~~~~~~~~~~ I_~~~~II ~I ~~~~~~~ ~~~~~~~ r’ i~

zation , participated in the development of the earliest truckstops andhas l ong been an advocate of such a network.

Whatever affiliation might be selected for the proposed organi za—tion , it is important that the orgnni :ation be incorporated into theemergency response capability of the trucking industry as a whole aridincluded in the existing emergency plans of states arid cities. Themeans for directing the trucking -industry itself in an emergencycurrentl y exists in a Memorandum of Understan ding between the AmericanTrucking Association (AlA ) arid the Department of Defense. Before theadvent of truckstops , the infrastructure “ . . .of the trucking industry, —

- I with its state associations, conferences and rate barr iers,.. .repeated ly

demonstrated its abilit y to respond to disaster. ” (Reference 6)

It is equally important that the proposed truckstop organization berecognized by f ede ra l , s ta te and loca l governments and included inexisting emergency plans. Truckers and truckstop owners cannot actunilaterally in any official capacit y, and their role in an emergencywill be limited to that which is authorized by the civil governmentthrough emergency planning documents and memoranda of understanding.

Truckstops belonging to the proposed organization i.. uld be desig-nated as emergency fueling points and rescue havens by the federalgovernment, and properly identified through the use of placards visiblefrom the roadway. The location of these truckstops would be catalogued,updated annuall y, and distributed to trucker s and other interestedparties. Exhibit 5.1 shows a suggested listing from the proposed direc-tory of emergency truckstops. This listing is patterned after theNational Directory of Union 76 Truckstops prepared annually by the UnionOil Company.

Member truckstops could be equipped with a power-generating sethaving a capacity of at least 50 percent of normal power requirements.This requirement translates into two 50KW generators for each primarytruckstop . and two 20KW generators for each se idary truckstop. Thecurrent price for a 50KW generator is approximately $200 per KW, with anadditional $1,000 charge for installation. Few existing truckstops arecurrently equipped with emergency generators. Exceptions are truckatopsin such relatively isolated locations as St. Cloud . Minnesota and Chey-enne , Wy oming , which regularly face severe winter conditions.

Additional study should be devoted to the potential role of privatecarriers aiid privatel y- maintained terminals for large public carrier s insuch an organi zation . As part of CRP p lann ing, the location and capa-bilities of large private terminals should be identified.

5.2 kOVANTAGIS OF TilL PROPOSED O RGANI ZAT IO N

An or gani zat i on such as that described would add sev eral b i l l i o n

g

d o l l ar s to the emergency preparedness posture of the country at lit tlecost to the governments and help to ensure that the nation ’s most versa—

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SAMPL E L N T R I E S IN -

l~R UPOSE L ) TRUCKST O P- --

D I I ~ECT OR Y V Pr im .i ry Loca t ion ColoradoSecondary Location

~~~. 1(h) ’ - ~~~ ~t~~t H fl -~~~

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:-~76 AUTO TRUCK PLAZA - ~~~~~

1111 r .~ ~~~~~~~~~~~ -

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Facilities;Ii FI iu I;~~~ ~~

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tile mode of freight transportation will continue to operate efficientlyin time of stress. Other specific advantages of the organization wouldinclude those listed below.

Reconnition and Inclusion in Emergency Plans. A formal organiza-tion would bring truckstop representatives in contact with stateand regional directors of emergency services and ensure that truck—stop capabilities were recognized , included in emergency planning,and used efficientl y in emergency situations. In this way , truck—stops would become a recognized component of the existing frameworkof state and local emergency plans , and the likelihood that theseplans would function efficiently during a crisis relocation wouldbe increased.

SNAFU Avoidance. Recognition at the appropriate government levelswould help to circumvent instances such as that occurring inVirginia during the winter of 1976—77 in which truckstop operationswere actually curtailed under emergency conditions by a state exec-utive edict that failed to exempt truckstops from a 40—hour limiton business activities.

Of fici a l Documentation. The memorandum of understanding, a legaldocument empowering truckstop operators to provide certain emer-gency services in support of public decisio nmakers, helps to allev-iate concern for the legal consequences of emergency activities.

Assured Emergency fuel Supp lies. The existence of emergency gener—ators and operating agreements helps to ensure a steady supply offuel under emergency all ocations. It is hoped that governmentrecognition of an emergency truckstop organization might also helpto assure adequate supplies of fuel for member truckstops underconditions of nationwide fuel shortages. During the fuel shortageof 1 974, when truckstops and common carrier terminals were o ffi—c i a l ly put on a 7O~ allocation schedule from their suppliers, thedemand for fuel actually increased at truckstops as those privateand public carriers whose own supplies were restricted sent theirvehicles to truckstops to obtain fuel.

Member Awareness and Educat ion. Truckstops joining the organiza-tion would be exposed in advance to the possibilitie s and responsi-bilities of their role in foreseeable emergencies , including cr-isisrelocation. Checklists would be prepared and distributed outlin ingthese responsibilities. This advance exposure cannot help butimprove that performance in time of actual emergency.

I

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5. 3 POT E N T I A L COS T S AND R E V E N U E S

Detailed estimates of the cost of an emergency organization oftruckstop operators are heavily dependent on the number of member truck-stops. The initial cost of researching , developing , printing , anddistributing a national directory of member truckstops similar to that

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.~~~~~~— -

-~~~~

- ~~~~~~~~~~~~~~~ :I~~~~~~~~

_________ -~~~~~~~~~ ~~~~~~~~~~~~~~~~

- I

publ ished by Union Oil is estimated to approach $400,000. Subsequente d i t i o n s of 5,000 copies each could be printed and distributed forroughly half this amount. In addition to the cost of developing andprint ing a directory, other initial costs faced by such an organizationw o u l d include the costs of establish ing and staffing a central office ,making personal contacts with truckatop owners, and printing necessaryforms, releases , and organizationa l brochures and official placards.Even with these activities, the initial cost incurred by such an organ i—zation during the first year of its operation should not exceed SIm i llion .’ This rough estimate should be refined in the planning stagesas more details are developed concerning the size of the organizationand its day-t o-day operations.

The seed money required to start such an organization might comein the f o r m of a grant or a low—int erest loan from the government. TheInvestment required to provide emergency generators could be a part ofthe seed money or could be handled separately. A number of options

- - exist to provide member truckstops with emergency generator sets. Newsets might be purchased and donated or loaned to member truckatops ;member truckstops might be furnished with existing government surplusgenerators; member truckstops might purchase new generators themselves;or the organization might underwrit e a loan for the truckatop to obtainand install the generator set.

Once underway, the organization would be sustained by contrib-utions from member truckstops . These truckstops would pay a nominal fee

-

- monthly or yearly to sustain the organ izations police it , repay anyloans, update directories , etc.

5.4 R ECOMM ENDATI ONS FOR I M PL E M ENT AT I ON

k Several steps should be followed in order to establish theproposed emergency organization :

1. A feasi b i l i ty study should be undertaken to sample interestamong truckatop operators, lay out operational plans in more

- - detail , investigate the availability of government surplus

generators , provide detailed cost estimates , and develop arudimentar y cost/benefit analysis. Such a study should beundertaken with the cooperation of such organ izations as HATSOand the ATA , so that the proposed organization could be madeto f it the existing emergency response framework .

2. Sources of ~overnment fundinj shoul d be e x p lored and theinit i al steps toward obtaining this funding should be taken.

equipment Is to be provided by the organization .~ ‘This estimate does not include the cost of emergency generators if such

— 21 —

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3. Assuming sufficient interest on the part of both the U.S.government and individual cruckstop operators, and positiveresults from the feasibility study , steps should be takenimmediatel y to form the eronosed oroanization. In the eventthat some questions exist in the minds of government or indus—try, a pilot project might be undertaken in a specific regionto test the workability of the concept. Such a project mightentail organizing local truckstops, furnishing them with emer-gency generators , developing a state or regional directory ,signing a memorandum of understanding with the state agencyresponsible for emergency services, and mon i toring ther e su l t s .

4. Additional study should be undertaken to identif y the locationof truck term inals operated and maintained by private fleets ,assess the i r pot ent ia l ro le i n t imes of cri sis, and sample theinterest of private fleet operators in the proposed emergencyorganization.

LI I I

-2 2-

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~~~~~~~~~~~~~~~~~~~~~~ -~~~~~~ ~~~~~~~~~~~~~~ -

~

l

~

_I I

APPENDIX A

I N T E R C I T Y C A R G O M I L E A G E

A N D F U E L C O N S U M P T I O N E S T I M A T E S

:1-I

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~~~~~~~~--

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APPENDIX B

L I S T S O F E S S E N T I A L

N A T I O N A L A N D L O C A L F A C I L I I I E S

~~~~:~~~~- -~~~~ ~~~~~~~~~

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APPENDIX B

LISTS OF ESSENTIAL NATIO NAL AND LOCAL FACILIT I ES4

As noted in the text, several “essentiaP’ industry lists have been-

I

prepared in accordance wi th various criteria. There is apparent agreementamong all criteria , however, that food manufacturers, fuel suppliers (wherefuel is defined as energy), pharmaceutical manufacturers , and transportationoperations are essential to the life support of the population and to thecontinued operation of the productive capacity of the United States. Themajor problems of identifying critical facilities lie in the area ofdefining which portions of the production capacity should be kept operatingduring a crisis relocation and are essential to post-attack recovery aftera nuclear exchange , and even which are essential to maintain production inthe event of a conventional war of unknown magnitude . Obviously, one master“Nationally Essential Facilities ” list cannot be developed to meet thesevarying requirements. Therefore, it was decided to concentrate onidentifying the facilities that should be kept in operation during acrisis relocation period of 14-30 days. An interim list of such facilities ,arranged by Standard Industrial Classification (SIC) Code, appears on the

- I following pages.

I

*

The material appearing in this appendix has been adapted from thefoll owing references :Sachs , A. and J. Leavitt, Analysis and Identification of Nationa]j~Essential Industries, Methodology and Results, -}cM~itute for DefenseA~alyses, Contract No. DAHC—2073-C-0257, Program Analysis Division ,

- I Arlington , Virginia , 1974 (Volume II).Leavitt, J.T., Local Vita l Facilities Lists: Identification of

Industries and Facilities Essential to the Life Support of the- I Wototyp&San Antonio , Texas Crisis Relocation Area (Paper ifo.

P-1070, Contract DAHC-20—73-C-025T, Institute for Defense Analyses ,Arlington , Virginia , 1974.

4 - - ~~~~~~~~~~~~~~~ I~~~ ~~~~~~~~~~~~ ~~~~~~~~~

.~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ I ~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~ ~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~

--

INTER IM LIST OF NAT IONALLY ESSENTIAL INDUSTRIESIDENTIFIED BY STANDARD INDUSTRIAL CLASSIFICATION CODES

I

~I

~~~~7(SIC) Title

1211 Bituminous Coal- - 1311 Crude Petroleum ~ Natural Gas

1321 Natural Gas Liquids1472 Barite1473 Fluorspar1474 Potash , Soda , Borate Mineral s

1475 Phosphate Rock1476 Rock Salt1479 Chemical ~ Fertilizer Materials2611 Pulp Mills2621 Paper Mills2643 Paper Bags

2647 Sanitary Paper Products

2651 Folding Paperboard Foxes

2654 Sanitary Food Containers

2711 Newspapers , Publishing2812 Alkalines and Chlorine

2819 Industrial Inorganic Chemicals, NEC2822 Synthetic Rubber2831 Biological Products2833 Medical Chemicals ~ Botanical Products2834 Pharmaceutical Preparations2841 Soaps and Detergents

2842 Special Sanitary Preparation

2869 Industrial Organic Chemicals, NEC

2871 Fertilizers

2873 Nitrogenous Fertilizer

2879 Agricultural Pesticides ~ Chemicals

2899 Chemicals 6 Chemical Preparations, NEC2911 Petroleum Refining

- I_

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Indus tryNumber (SIC) Title

3011 Tires and Inner Tubes3041 Rubber , Plas t ics Hose and Bel ti ng3221 Glass Conta iners3312 Blas t Furnaces ( In c lud ing Coke Ovens)

3317 Stee l Pipe and Tubes3411 Metal Cans

3423 Hand Edge Tools , Except Machine Toolsand Hand Saws

I - 3523 Farm Mac hinery and Equipment

3531 Construction Machinery and Equipmen t

3546 Power-Dr iven Hand Tools

3623 Welding Appar tus , Electric

3641 Elec tr ic Lamp s

384 1 Surgica l and Medical Instruments and Appartus3842 Or thopedic , Pros the ti c , and Surgical

Appliances and Supplies

4011 Railroad s, L.ine Haul

421 3 Trucking, Except Local

42 31 Ma in tenance Fac i li ti es for Motor Fre ight4612 Crude Petroleum and Pipe l ines4613 Refined Petroleum Pipelines

4619 Pipelines (Other)

4811 Tele phone Communications48 21 Telegraph Communications4899 Communication Services (Other)4911 Ele ctric Services4922 Natura l Gas Transmission

4923 Natural Gas Transmission and Distribution

4924 Na tura l Gas Dis t ribu tion

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It should be noted that manufacturing establishments and suppliersof raw or semi-finished materials to them have been considered as nationallyessential facilities. Because of the difficulty In determining the locationof such facilities as:

-- Petroleum bulk stations and terminals ;—— Truc k “redistribution ” facilities ;-- Railroad marshaling yards; and-- Mining and extraction processing facilities ,

they have not been included as candidates for inclusion in the NEF list.Many of those in the last category are located in sparsely populatedareas; however, some (such as oil extraction ) are located in populated areas.Future research should attempt to develop a nationwide i ndex of suchfacilities . The current truckstop report represents a first step towardsuch an index. Additional information on the location of these facilitiesshould be assembled as regions, states and local areas develop individualcrisis relocation plans .

A major problem for inclusion of any facility of a NEFL is the totaloutput required for the industry during the evacuation peri od . There isdoubt tha t demand for goods will drop; the extent of the drop can only beguessed. For example , gasoline consumption will be cut drasticallybecause private automobile use will be virtually nonexistent; fuelconsumption will drop because some industries will be shut down ; steeldemand will drop for the same reason. Thus , for example , the questionposed is how many of the refineries and steel mills in the evacuated areasneed be kept in operation . Obviously, steel can be shipped away from theareas at hazard and stockpiled ; but there is an absolute limit to fuelstorage space which is rather easily reached when consumption falls byeven a few percent.

Criteria , Methodology and an E~planation of the LocalVital Industries SIC Table

The definition of ‘Local Vita l Facilities ’ is those facilities in alocal area where production must be maintained for the life support of thepopulation of that city prior to, during , and for the duration of theevacuation . This definition limits the facilities to those contributingto the production i tems that fulfill basic human needs--ostensibly foodand shelter.

Based on the four—digit SIC code industries , a table was developedmarking the local vital industries (based on the above definition). Thefollowing pages outline specific criteria for Inclusion and exclusion , andexplain the limi tations of the table. The general criteria (outlined bythe above definition), the criteria for the inclusion of specificIndustries on the local vital industries SIC list , and the choice ofspecific plants on the local vital facilities lists were determinedjudgmentally by the author, as a result of discussions with DCPA staffofficers, IDA and JHK & Associates staff members , local and state authorities ,and city planners of Austin and San Antonio , Texas , and a brief processanal ysi s of certa i n In dustr ies.

- ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~:

1~ ~~~

Criteria for Inclusion In the Local Vita l Industries SIC L i s t

The following exp lanations outline entire sectors included in theHigh-Risk Area and special cases where inclusion might seem questionable.It Is assumed that all facilities in the Host Jurisdiction will continueto operate, subject to availability of inventory :

(1) All industrial sectors that input to the production offood are included. There are , nevertheless , exceptionsto this rule--notably production of foods with littlenutrit iona l va lue (e.q., candy and carbonated soft drinks).More often , onl y a few products of an SIC group areincluded , whi 1 e a great number of products under the sameSIC group are excluded . An example of this is SIC 2099:Food Preparations , NEC. Yeast , which is a local vita lproduct , s.omes under this SIC; therefore, the groupnumber is included , although other products tha t also

-~ come under this group (e.g., spic es , catsup, andchutney ) are not vital products. Thus , in the San An toniosample lists , not all plants with the SIC number 2099have been included , although the number is on the LocalVital Industries SIC list.

(2) All energy-producing industries (electr ic companies ,petroleum refineries) are included in the Local VitalIndustries SIC and facilities lists. These will alsoshow on the National Essential Fac i l i t ies l is ts .

(3) Wholesale trade fac i l i t ies and companies are includedwhere they pertain to the distribution of food, drugs , andother v i ta l items .

(4) All facilities that produce pastries are included , on theassumption that they are easily converted to breadproduction.

(5) Industries producing beer are included , on the assumptionthat they provide a good source of drinkin g water whichcould be bottled during a crisis.

(6) All transportation SIC groups are included , although regularroutes and business -as—usual would be different.

(7) RetaIl stores are indicated as being operable in HostJurisdictions only . Even though the probability exists thatall such establishments will continue to operate in theselow-risk areas until their stocks are depleted , thesespecific SIC establishments are highlighted to ensure thatthe local authorities will arrange for necessary controlsand replenishments of their essential life-support goods.

~

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APPENDIX C

S A M P L E M E M O R A N D U M O F U N D E R S T A N D I N G

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UNDERSTANDING

BETWEEN

SEATTLE CIIAPTER 1 NATIONAL DEFENSE TRANSPORTATION ASSOCIATION

AND

KING COUNTY OFFICE OF EMERGENC Y SERVICES

I. PURPOSE

The purpose of this understanding between the Seattle Chapter , National DefenseTransportation Association (SCINDTA) and the King County Office of Emergency Servicesis to provide guidance for the implementation of the National Understanding of -September 26, 1973, between the Chairman of the Board and the Nationa l President

• NDTA, and the Defense Civil Preparedness Agency and to establish policy for thedevelopment of procedures to identify, obtain and coordinate the management of alltransportation personnel and resources for local transportation support during -

peacetime and wartime disasters.

2. KING COUNTY 0~FICE 01 EMERGENCY SERVICES

a. Emergency functions and responsibilities for King County, l7ashington are setforth in the King County Emergency Operations Plan, June 1975. The King CountyOffice of Emergency Services, by Char ter decree, has become p~’rt of the Division ofEmergency Services, Department of Public Safety, King County. The )~anager of theOffice of Emergency Services is directly responsible to the Commander of the Division

• of Emergency Services.

b. In the performance of his functions, the Manager of the Office of Emerge ncyServices works with agencies of City and County Government, Federal and State offi-cials , indus try and private organizations. lie is responsible for the formulation ,development , execution and administration of a disaster management program for KingCounty which will minimize the effects upon the population and proper ty of KingCounty caused or which would be caused by an emerge ncy or disas ter of any kind andwhich will provide the actions and measures designed to deal with the immediateemergency cond itions crea ted by such emergency or disaster and coordinate the activ-ities to effectuate emergency repair to, or the emergency restoration of vitalutilities and facilities destroyed or damaged by such emergency or disaster. -

3. SEATTLE CHAPTE~~L NATIONAL DEFENSE TRANSPORTATION ASSOCIATION

a. The Seattle Chapter, NDT.A, a member Chapter of the National Defense Trans-portation Association has a membership of over 200 and is completely autonomouswithin the framework of the National Constitution and Bylaws.

b. The aims and objectives of the Seattle Chap~cr , NDTA , are to pursue andcarry out within the community of King County those aims and objectives of theAssociation outlined in the National Understanding of September 26, 1973.

4. POLICIES -

In order that transportation resou rces within King County m a y he coordinsted ~nd~it ilL~:ed to the fullest advantage in rendering assist.1nc~ to local government int f m t of cme r~ency or disaster , the King County Of~ icc ot~ Emerge ncy Services .ind the

ttlc Chapter , National Defense Transportation affirm the following policies: -

-. —~ - _ —

a. The responsibility for emergency services in King County is vested in theCounty Executive. -

b. The Office of Emergency Services , King County, is the agency primarilyresponsible for plans and programs for the protection and survival of the popula-tion of King County during emergencies or disasters.

c. The Seattle Chapter , NDTA, through its Board of Directors and EmergencyCommittees , will, maintain close and continuous liaison with the King County Officeof Emergency Services.

d. The Seattle Chapter , NDTA, will arrange and coordinate transportation inemergency support to local government from local transportation and relatedindustries.

e. In an emergency or disaster or in preparation therefor, the Manager, ICingCounty Office of Emergency Services , will when necessary request assistance fromlocal transportation and related industries through the Seattle Chapter , NDTA.

• The assistance requested may include , but is not limited to:

(1) Provision of inventory da ta on transportation resources.

(2) . Surveys and damage assessment .

(3) Transportation of essential supp lies and equipment from depots, ware-houses, stores, or other loca tions, to welfare centers or fallout shelters.

(4) Tran3portation of emergency personnel.

(5) Emergency movement of people and material.

f. The Seattle Chapter, NDTA, will participate in tests, training and exerciseswhen requested by the Manager, King County Office of Emergency Services.

5. TRANSPORTATION REQUESTS AND FINANCIAL ARRANG~}IENTS

a. Compensa tion for all transportation personnel , equipment and facilities pro-vided to local government for surviva l operations support during emergencies ordisasters in accordance with this understanding will be accomplished through theOffice of Emergency Services emergency procurement and reimbursement procedures.

b. Ixiring periods of survival operations , normal procedures for ordering andbilling may not be feasible. A trip ticket and/or receipting arrangement will bedeveloped to provide a basis for obtaining and determining compensation for trans-portation services voluntarily made available. The details of such arrangementswill become part of this letter of understanding . Through the use of these triptickets in an emergency period , local officials will be authorized to utilize trans-portation services. The trip ticket procedure will provide the basis for reimburse-inent by Kin g County Office of Emergency Services for transportation services.

— 2 —

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H-~ 6. SUPERSESSION

I The Understanding between the Seattle Chapter, National Defeas. Transporta tionAssociation and Seattle-King County Civil Defense, regarding NDTA support to localgovernment during Civil Defense Emergencies dated May 19, 1970 is superseded hereby.

- ; Manager PresidentKing County Office of Emergency Services Seattle Chapter

Nationa l Defense Transporrzeloa Aa.ociation

Date

I -

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.

3

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APPENDIX D

S T A T E - B Y - S T A T E

T R U C K S T O P L I S T I N G S

4

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A L . A T TA LL A ~L . LAd Y SPRING SDIXIE AM ER ICAN TRUCK STOP A-ONE TRL’CK STOPu s-a . S A L -T7 JCT. 2 MI N OP TOWN U$-231 A(~~~3) 335-5711 (205 1 335-’133 OPPICE ‘205 ) 495-B54~AM ERICAN P UNION $

A L . •AY M INETTE AL.RA SUM I-.3 SHELL W000Y SZ~I3 S GULP SHORES PAR KWAY 2-63 5 AL 57 LETOHATC HEE EX5T4 2 0 5 ’ ‘37-Ui’S ( 5 0 3 )SME LL P AMOCO S

AL. BE LL AMY AL . LOWDE NS PO POTHE WA~ SID1R GREEN ACRES TRUCK STOPUi-SO. 25 MI I OP CUS A US- SO S A L - U 7 .ICT4l0J~ 3’l-1314 203 ’ l7S-Q310TEXACO I S SH E L L P

A L . BIRM ING HAM A L . L0~~LEYB IRM INGHAM TRUC K TERMI NAL PL ,INQ K TRUCK RANCH2-20.2-5’ 5 LJS- S A ’KEDIL PNIA EXIT 2-1 0 5 A L -~~~a03 322-5,37 (aoS ~ Oe..-3630UN ION P CITGO P

At. CE NTREV ILIE A L . MIDLAND CITYTWIX $ TW EEN TRUC K STOP DO THAN UNION 16 TRUCKSTOPUS-St I AL 3-2 5 SOUTH U$-232. 4. MI N OP DOTHAN(203) ~te-’l4 (203 ) U 33 -3 1” 7GULP P UNIO N S

AL. COTTONOALE A L. MOB ILESROOLW000 SHELL TRUCESTOP SUCK S TRUCK STOP2-5’. I-So 7 CTY 3S SIOOKW000 EXIT US 31-U0- R6 . BATTLE SH IP PARKWAY(203 ) 333-6226 (203 ’ 432-~~613SHELL P ARCO

AL. CUBA AL. MONTGOMERYUN ION 76 TRUCK STOP D A N N E L L Y TRUCK STOPUS 11-60 US-30 W203 ’ 3U2-441~ (203 ) 3U2-~~,t4 OPPICE (203 ’ 231-1323

UNION P STANDARD S

AL. C ULL M AN AL , MO N TGOMERYUCK S TRUCK STOP BOWAP4 T R U C K C E N T E R1 6 5 $ A L 4 ~~. CU L LM AN EXIT ~6O W SOUTH BLVO£ 2 0 5) ~3R-02l0 205 ) 268-3700 (503 ) 258-3744S M E L L P UNION P

AL. CUSSETA AL. MUS CA DIN ECUSSET A TRUC K STOP NU TCHESON S 76 STOPI-CS EXIT ‘0 US- ,3 . CENTER OP TOWN(205 ) ‘a3-2. .~~3 ‘203 ) 3”-76Q4 (203 ) 31U-3’SoTIKACO P UNION HUBBARD S

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MS. HATTIESBURG MS. PETALTRAVELERS’ TRUCK STOP TND-ACPE TRUCK STOPUS 40-03- US-Il NeOl ) 53-A-0 22 (401, ) 554-033..

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MS. HAZ ILHURST . MS. POPLAPVILLE((COD TRUCK STOP DIXIE 66 TRUCK STOPUS-Si. IN TOWN MS-ia , 7 MX W OP TOWN(401) e 4 - 4031 (405) 05 48j4 (601 ) 705-4310PHILLI PS S PHILLIPS S

MS. INDIANOLA MS . PRE NTISSWISER TRUCK STOP POUR W A , TRUCK STOPUS 8Z~~-0 . I PART OF TOWN US-3-4 S MS- 42(eCl ~ 557-4040 (601 ) 887-4042 (605) Oi-S345 RES1’RUNION S UNION S

MS. J ACKSON MS. PRENTISSMID-CONTINENT TRUCK PLAZA TR !-Y TRUCK- STOPI 20-55 4 E XIT 57 - GALLATIN ST US-S. a M5.13(601) 045-4j30 (601 ) “~~2 4660PHI LLIP S P TE XA CO P

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MS. LUC IDALE MS. RUSSELLOAKW000 TRUCK CENTER SCOTT’S AM E RICAN TRUCK STOPMS 2o 43 JCT. 8 BL K S U OF US-OS, S OP TOWN 5-30 $ 1-20 AT RUSSELL EXIT4O1 ( 447-3~~55 (801 ) 483-00a3 601 ) 463-2667

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MS. L U C E D A L E MS. SCOOBA— MI TRU LSTOP SCOOBA TRUCK CENTERUS-05 I US-4S , N OP TOWN(401) ‘47-8116 (601 ) 067-0010 (801 ’ -.“4-3511UNION S TEX ACO 5

MS. MACON MS. SEMINARYDEWITT’S TRUCK STOP SE M I NA R Y TRUC K STOPL’S- S. 2 M I N OP TOWN US-.O H I MS-S’O. W PART OP TOWN(401) 726-3082 (.01) 022-0473AMERICAN S PHILLIPS S

MS. MC COMB MS. SENATOSIAFERN(.,000 TRUCK STOP 4-33 TRUCK$TOP . INCI-OS I FERNW000 PD. 3 MI S 0? TOWN I-SI & M 5 4 JCT(401) 44.-3~~’1 (801 ) 342 1181PHILLI PS P UNION P

MS. MC COMS MS. SHANNONSE AGO TRUCK STOP NONIE ’S TRUCK STOP1-33 AT US-OS A 101-24 N EXIT U S-A l ALT. SO M I S OP TUPELO( 4 0 1) 454-7616 (6 0 1’ 14’-00i4PHIL LI PS S STANDARD $

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MS , TOOMSUBA MO. IROO KF IVLDMID-CONTINENT TRUCK PLAZA MC COLLUM TRUCK PLAZA1-20 4 5-50 AT TOOMSLJ5A EXIT US-36 , 1 MI U(605 ) 432 4341 (Sle ( 250-2626S!AGO P SKELLY P

MS. TUPELO MO. BRCO KPXELD“8” TRUCK STOP VIRGIL’S SERVICE A RESTAURANTUS-TI U U$-38 I MO-li‘601 ) 842-9083 (601 ) 641-0837 (3-14 ) 230-7747CHEVRON S CHAMPLIN S

MS. TUPELO MO. BUFFALOAMOCO TRUCK STOP JUMP’S TRUCK’ STOP0 ~ US- Is, W CITY LSM ITS ( 2 MI W O F 63) US-63 S(801 ) •3i-~~’44 (601) 644-2403 NIGHT (417) 343-~~203AM OCO S CONOCO SMS. TUPELO MO. CABOOL8010’S ‘43’ TRUCK STOP OEE S TRUCK STOPUS- 45. N OF TUPELO US 60-63 S(601) 3-42-4733 (417) 9.2-0054CUEYRON S TEXACO S

MI. TUPELO MO . CABOOLSOUTH GLOSTER SERVICE CENTER EL SANCHO TRUCK STOPUS-TO US 60-63. 2 MI S OF TOWN(601 ) 542-0704 (457) 462-4924ARCO 51*00 S SKELL Y S

MS. VAIDEN M Q, CAMERON35-55 TRUCK STOP RED X FIWA TRUCK HAVENI-OS A MS-35 VAIDEN EXIT 31, 3 MI N 5-35 6 US-IS JCT . 1 MI E OP TOWN(601 ) 464-0050 (405 ) 464-53-02 (515 ) 632-7361 (616 ) 632-3161 OFFICEPHILLIPS P FINA P

MS . V ERONA MO. CANTONVE RONA SMITH’S MOBIL S COUNTRY KITCHENUS- A5 S US-61 S‘801) 566-0434 ‘354 ) 260-0910CHEVRON S MOBIL SMS. VICKSSU G MO. CAFE GIPARDEAUINTERSTATE CONOCO RHODES CITY TRUCK PLAZAI-iO. US-Cl 6 US-SO BY-PASS 5-55 AT AIRPORT A NASH PD EXIT(601 ) 636 2041 (334) 334-63-11 (314) 333’8200CONOC O S G U L P SMS , VICKSBUPG MO, CAPPOILTONS.O .S . STA N DARD SERVICE BRYANT SERVICE STATION. INCUS-61 S. 103 WARRENTON PD (IS 24-65 6 MO-SO JCT(.01 ) 636-0354 (814 ) 3.2 e035ST.-NDA D S TEX ACO S

105, WEST POINT MO, CHARLESTONSAM’S T UCKSTOP CROSS TPUC(~ STOPUS- 45 N I-SI’ I MO-SOS, 1/2 MX S(#01) 404-1637 (314) 633 633-4 (314) 683 3364 OFFICEUNION S SK E L L Y S

MS. WIGGINS MO, CH ILL ICOT I4 E_j PINEWOCO TRUCK CENTER BOB STATON SERVICE

j US-4O S US 34-65 JCT(601) 023-0624 (816 ) 6.8 2323PHILLIPS S INDEPENDENT S

MO. ALLENTON MO. CHILLICOTHEALLENTCN SHELL SERVICE HOOVER OIL CO

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MO, B!THAHY MO, CONCORDIAVA N S TRUCK STOP VAN’S CHAMPLIN1-33 6 US-136 JCT. 1/2 MI I OP TOWN 5-00 AT MO-23 I(516) 423-3510 (316 ) 463-23.3MCOZL S CHAMPLIN S

MO. BETM ANY MO. DEXTER1-33 SKE L L Y SERVICE HICKORY HOUSE 861-35 A US-SIC JCT US-63, 3 MI W OF TOWN( 3 1 6) 42 S ”oO ( 3 1 3) 6 2 4 - 2 3 3 7

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MO. BOLIVAR MO, FENTON-

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MO. BONN! TERSE MO. FENTON~~~~~~ BONN! T E R R E II SERVICE ST LOUIS TRUCK PORT. INC

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MC. FOPISTELL MO . LYBAN OWST LC’I!S W!ST ~0 TRUCK PLAZA S a 0 TRUCK PORT5 -I ’0 . W OF TOWN I-—- . AT L~~ ST 86 EXIT)314 ( e ”3-22;3 (‘~

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MO, FPEO!RICKTOWN MO. LERANONCONT INENTA L 44 CLCVE RLEA F 46 SERVICEUS-6’. 7 MI S OF TOWN I- ’.’. S MO 3-32(31 4~ 63-6562 (.1”) 532-3031PH ILL IRS S PHILLIPS S

MO, HA M I L T O N MO. L I B E R T Y~~~~~~ S~~4NCARD S!R’,’XCE L .!STERN TRL’Ck STOPLI-IY K 0’13 JCT . S PART OF TOWN 1-33 5 US-c O AT MO-201 . NE OF K ,C. 5 MI~ Y1 5 I 3~~3’R~~Q3 ) 016 ( 3-1 0 00 ‘ 3-14 ( 03 1-0730STANOA O S TEXACO S

MO. H3’~N’CB~~L MO , L I NCOL NR~~C KE1’ ~~~, CK STOP LINCOLN SI ’ELLY TRUCK STOPV S 2.-It ,CT . I’ MI U OP HANNIBAL US -~~3. N FART OF TOWN( 31— ‘ 221’~~~0S (S’ e ( 5,7-0333PHI LLIP S S S (IELL Y S

M3, HANN IBAL MO, LIN!VILLE44 TCL’N A COUNTRY 66 L INEVILLE OIL CO

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MO. H A N N I B A L MO, MACONW4(FAC !R ERN IE IS CHAMPL IN SERVICEUS 24-3. .ICT US-Ic U. 1 MI U OP GA-el31— ’ 221-0.40 (31 4) 221-3235 01. ’ 303-0310

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103. H3 R ;:S0Nv ILLE MO. I”ATTHE’.4SCON ’S T;VCk STOP SCCTTY’S S a C TRUCK PLAZAUS-’l 9’ -RA SS N C-33 6 MO-SO( 014 ) 853-9146 ‘ 31. (TEXACO S UNILN P

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MO. J4R~~ED MO. MOP EFLYJAS~~E~ I ’ IJC~ STOP N C~~THTC,..N S~I EL L YUS- ”l. P. LOGE OF TOWN UI .3-2., E CF TOWN( .1~

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MO. JEF FERSON CITY MO. MOUNT VERNONA~~ACHE

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MD, JORL IN MO. N E E L Y V I L L EPAT’S TPVOI( STOP SAFEL4A Y TRUCK STOP1-44 5 US~~~1 US S’ S

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MC. P O R Y A G I X I L L E MT. BILLINGSl_~~IC R , V ILLA GE 65 lAI R ’S TRUCK STOP

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MO . SAINT JOSEPH MT. BOZEMANw:EW IA IER TRUCK STOP , INC lAIR’S TRUCK STOP1- 20 5 4 U S-iSO DOWER EXIT 1-00 I US-SO. N PART OF TOWN(55 4) i32-6 0l (406 ) 36e-3037S.’ELL Y P FINA P

MO. SAINT LOUIS MT. BROADUSLEO LA )NE ’S TRUCK STOP CASHWA Y TRUCK STOP

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MD. SEDAL IA MT. BUTTE-7 LEONL O D ’S c5 SERLI CE HL’SKY TRAVEL CENTER

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MC, S!~~E5’!ON MT. CIRCLEK E L L E T C L CO CIRCLE HUSKY SERVICEUS c1- 62 S MT 13-200. E PART OF TOWN( 314 I * 1-4i65 ( .06 ) 45S 3643S(,ELL Y I HUSLY’ S

MO. SIK!STDN NT, COLUMBIA FALLSSOUTH SOD! OIL CO FAR WEST GA S 6 O IL, INCI’S’ a US-el BUS ST MT-AG . W PART OP TOWN( 31— ‘ 4~’1- 043 I —06 ( 6 °2 - 4 3 02S NCLAI~ S THUNDERBIRD S

MD, SPRINGFIELD MT. COPAMMA N L E Y CAR I T~~UCK PLAZA SPRUCE PAR K 1-BIRDI-... a US-eS N JC T US-i . N FART OF TOWN(410( 033-2334 (417) 833-2535 0.3) 505-4j6STAN DARD P THUNDERBIRD 5

MO. SPRINGFIELD MT . DILLONMQNTGO’IER’ T!\.LCO TERMINAL PHILLIPS CA R A TRUCK’ STOP1- 43 5 US -63 CITY ST EXIT, 1/2 MI S US QS 6 MT-45(4i~~

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MO, SPRINGFIELD MT. GARRISONSEVE N GAB LES SERVICE WELCH’S TRUCK’ STOP1- 44 1 4 M0 iee I 0 0 I US 10-12 JCT(417) 546-0473 (4 17) 863-32 44 (406 ) 546-1471SKI LL Y P TEXACO P

MO. STRAPPORD MT. GLASGOWSPRINGFIELD 44 AUTO/TRUCK STOP. INC GLASGOW HUSKY TRAVEL CENTER1-’.. & MO-XiS . STRAFFORD EXIT US-i W417) f3o-2e22 (45?) ?3o-2714 (.06 ) 228 0132

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MD, SULLIVAN MT. GLENDIVETHUNCE~~3IRD TRUCY STOP BA IR’S TRUCK STOPX - . 4 A )‘~O- l 5 S . N S U L L I V A N EXIT 1-9 - . U S - S O 6 M T - S C(31 4) ~5-.148 (‘.08) 3e3-0°Q~TEXACO P FINA 5

MO, SWEET SP RINGS MT. GLENOIVILOETHEN ’S TRUCK STOP GLEP.’DIV! HUSKY CAR-TRUCK STOP . INCI - 0 I CITY RD YY, 3 MI W OP MARSHALL JCT I-°’. & F A I R G R O U N D RD E X I T(81 6) 333~~0035 (406 ) 363-i’OISKE LLY S HUSKY 5

MO. VILL A RIDGE MT. GLENDIVIKEY £ SO N S OIL CO. INC ROBINS SERVICEO L D H W Y 46 AT U S - S O I I 44 , E X I T 247 BUS PT 1- 9 4 A D J A C E N T TO JCT M T - S C( 3 54 ) ‘. 2 -4 3 0 6 ( 3 1 4 ) 7— 2 - 7 7 e 8 ( 40*- I 3~~S ’ 2 0 4 O ( 406 ) 383-4073SKELL ’V S MOBIL S

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NC. SRXDG!TON NO. LUCAMAH A R V E Y B R O S . U N I O N T R U C K S T O P HONEPCLPT T TRUCK STOP. INC .US- ST H AT BRIDGE Z’~~3 A US -lOb . 3- MI S OP WILSON‘1’’ 635-100* 1919 ) 139’.241 (‘1k) 134-’lel

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NC. M AO~~S3N We, WA YN ESV ILLEWEBSTER EXXON SERVICE BOYD’S UNION 76 TRUCKSTOPUS-220. 3 MI S OP MADISON TEMP 1-40 6 US-2’A N(019) 34$-el” (004) ‘2C 1A~~0EX XON S UNION SNC. MARION NC. W A Y N E S V I L L E

p W :CK ED’ S I- -.O TRUC K STOP MORROW’S GULF1-40 4 NEBO EXIT . 3 M5 I OF TOW N US- lob U. 4 MI S OP 1-40“04) 452-0937 (“0.) 426-1005

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MOBIL S PH ILLIPS S

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I; TE XACO P TEXACO S‘ NC. MOUNT AIRY NC . WINDSOR

SOUTHERN ‘300’ TRUCK’ STOP SPRUILL TPUCKSTOP‘ US-32 B’ -PASS, 2 III N OF TOWN US-il-1 , 1 MI S OF TOWN

(° iQ ) 036-2312 (0l~~( 089-3004 P°i°) ‘04 3-343E X X O N P U N I O N S

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NC. SALISBURY ND . BOWM ANDERRIC K’S TRUCK STOP, INC . ANDERSON’S TRUCK STOPI-as S R I FLER RD EXIT, 4 MI S OP TOWN US b2 -3-5( 0 4 ) 6 3 e- 6 1 44 ( 0 i ~ 3 2 3 - 3 2 3°UNION P SkE LL Y S

NC. SALUOA ND, DEVILS LAKEwILL I AMS TRUCK STOP ARMOUR’S TRUCK STOPI-ac a SALUOA -CLOVEPLEA F EXIT US-2. SE PART OP TOWN(00,) 7..~~-’.021 (704) 40-S401 (OO1~ 662 3-.i8AMOCO P TEXACO S

NC, S&NIO~ D ND. DEVILS LAKEp K E L L Y ’ S K-P TRUCK STOP M ILEAGE SERV ICE STATION

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NC, WAK E FOREST ND. GRAND FORKSCAPITAL CITY TRUCK STOP BIG SIOU1~ TRUCK’ STOPUS-i. 10 MI N OP RALEIGH 5-2’ I US-I W(050 ) 334-3343 (705’ ‘l-3081UNION $ SKILLY P

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ND. MA YVXL U I (‘H . AIN TAB U LABECK SERY.ICE -~~~H T -I! LA G~~SC’tIWE A OIL CO.ND-7 L1I~~’’ ~ MI W OP TOWNI “01 I ~ l4 -33 .3 I 1R I ~~~7 00R4CHAM PLIN S TE.AC O S

NO, (“INOT OH . At.’I’IXBY’PQ‘ BEHM’S TRUCK STOP ~~ EE . A ’ 0 L CO

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1 P40 . IIINOT 0’.. BEAVER DAMLINGUIST STANDARD TRUCK PLAZA BEAVER DAM TRUCK PLAZAUS -2 A U S-S2 BY- PASS , S j- —~ A US- 3O N

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~ NO . MINOT OH , !-EL LV ILLE‘ WESTLIE CROSSROADS TRUCK STOP MAX~~FIELD AUTO/TRUCK PLAZA

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!~ ND. NEW SA LEM OH . BC’WLINQ GREENS L A ~l0ON IS TEXACO FR A P,’Y ’C SELF-SERVICE

~ 1~~04 S NO-Il JCT. EXIT 2’ US-IS ~( ‘01 ) 3-~~3- ”3..0 ( ‘.10 I 35~’’~°O2 4TEXACO S MARATHY’ N S

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NO. WEST FARGO O~4. CI NCINNATII WEST FARGO TRUCK STOP MA $SING :LL’S DOOLEY PLAZA

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ON . OEL PHOS ON, MASSILLONVAN GEL TRUCK STOP KILO’S SERVICE CENTERUS-JO N 13125 LINCOL N STREET, N.(.b O ) 402-0226 (216 ’ 3-32-0102 (216 ) 832-33-21ARCO S FLEET-WING S

OH. DELAW ARE 0(4, MEDINASELYS TRUCK STOP A C K E R ’ S SUN OCO T R U C K S T O PUS-lI . 7 MX N OF COLUMBUS OH-il . W LIBERTY STREET( 4 5 4 ) 348-0635 ( 2 1 4 ) ‘25-9873UNION S SUNOCO SOH . EATO N OH, M ILLSBURYN!$ TRUCK STO’. INC. ARYON . INC .

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OH. EATON OH. NDNPO !X’ILLESTOP 52 ” . INC . MIDWAY TRUCK CENTER1-70 5 U5-i2’ JOT . US-U 4 0)4-00 JCT.(Si )) —So-SSZ1 p. .1o) *3 2331501410 P UNION P

X1 OH . E LYR IA OH, MOUNT GILEAOBOB S UNION TRUCK STOP PL AZA ~‘iUS’2D a 0(4-10, 2 MI S OF TOWN I-CS A ON-OS .ICT.12 5o I 322 0285 (256 ) 323 3890 ( 4 1 0 ) 063- 3311UNION S

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INCERENDENT OIL A TIRE CO. MT. VICTORY SERVICE PLAZA0)4-20. 1 PAR T OF ELYR IA OH-Il. S EDGE OF TOWN

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OH . PRE”ON T ON , NEW PAKISFLEET-WINO SERVICE CENTER I-TO AMOCO

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OH. HUBBARD ON. NEWTON PAL ~~STRUCK’ WORLD KEYSTONE TRUCK STOP1-80 AT US-Cl I OH-7 JOT. I-b OH TPK 6 0)4-5. EXIT 14( 216 ) 334 i617 ( 216 ‘ 8~’2-~’Z21INDEPENDENT P KEYSTONE S

ON . J AC KSON OH. NORTH LIMAHARRY’S TRUCKSTOP ALSTON TEXACOUS 35 N I-ID S OH TPK I ON-7 JCT. • EXIT 16(8 14) 286 -~~744 (216 ) 340 0349UNION S TEXACO P

OH. JEFFERSONVILLE OH. NORTH LIMAGA RNE R’ S TRUCK SERVICE . INC . PENN-OHIO TRUCK PLAZA

‘ I-Ti I US-IS JOT.. EXIT 34 1- 80 S OH TRI, I OH-7, EXIT 16(*1.) 0.5-2345 (216) 5.°-3°liUNION P UNION P

OH. JEPFERSONVILLE OH . NORTH LIMA501410 STOP 33. INC. TRUCLSTOPS OP AMERICAI-Cl I US-35 JOT . • EXIT 34 I-!O S OH TPK A OH- 7, EXIT 16

) (414) ‘48-2315 (256) 5,~~-211OBORON P AME RICAN p

OH. KIND SVILLE OH. OLD WASHINGTONLINGSVILLE 00 TRUCKSTOP SHENANDOAH INNI-°0 A 0)1-103 I- ’O AT 0)4-23 -S(21 6) 22.-1356 (216 ) 224-0466 (614) 489-3315UN ION P SOHI O P

Ow . LI MA ON, PLAZA 2-ENLI MA TRUCK PLAZA . INC . INDIAN MEADOW SERVICE PLAZAI-OS. US-309 I ON-UT I-SO 4 1-40 ON TPK (N-8N0(410 ) 221-0°21 (AbO ) 211-3 781 (450( 0I.-20S1UNION P STANDARD P

ON , LOCK’BOUPNE OH. P L A Z A 2-ENL A MAY T R L J C K 5 T O P , I N C . T I F F I H R I V E R SE R V I C E P L A Z AUS-U I-SO & 1- 90 OH TPK P E - B N D )(454( 401-lois (450 P °14-2540UNION S ST~~NDAPD P

ON . LONDON O H . P L A Z A 3 E WSOLUMBUS 70 WEST AUTO/TRUCK’ STOP . INC . F A L L E N TIMBERS SERVICE PLAZA1- ’O £ (iS- Al 1-3-0 £ 5-90 OH TPK (E’-BND )(61 4) 631-3810 (419 ) 3-16-4661UN ION P S T A N D A R D P

ON . LOUDONVILLI OH, PL AZA 3-ENCAR R’S EAST END TRUC K STOP OAK OPENINGS SERVICE PLAZA0)4-3. E OF TOWN 5 -3 - 0 A 1-00 OH TPK (W-BND )(410 ) 004-4053 (419 ) 826-4671MARATHON S STANDARD P

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OH , PL AZA 3-EN OH, STREETBORDWYANOOT SER VICE PLAZA POP’S TRUCK STOP1-80 I 5 0~ OH TPK (E- $ND ) 5-40.60, US-ia I OH 83-303. EXIT 13 OH TPK( 4 5 0 ) 3-33-4310 (216 ) ,16 4?i1STANDARD P UNION P

OH. PL A Z A 6-EN OH. TIPPINCON PERRY SERV ICE PLAZA H .C . RIL E Y CO.1-10 1 I-~~0 ON TPK (1-5)40) (.13-214 bY-PASS(41~~~ 3—e-4601 (410 ) 447-0243 (410 ) 447-0*89STA NDARD P G U L F S

OH. PLAZA 6-EN OH. TOLEDOE R IE ISLANDS SERVICE PLAZA BIG K SLPNOCO5-80 4 1-00 OH TPL (W BNO ) ._C.. N DETROIT AVENUE( 4 19) 5..-2321 P.10 ( 4’o COSOSTANDARD P SUNCCO S

OH. P L A Z A 0-EN ON. TOLEDOMIDDLE RIDGE SERVICE PLAZA BRUND E BR OS - TRUCK’STOPI-So 5 I00 ON TPK (W-bNO ) .551 MONROE (NW PART OF TOWN )1214 ) °3-6-.254 ( 450 ) A S-23ii (41~~) 473-0*22STANDARD P UNION p

OH , PLAZA 7-EN OH. UP PER SANOUSKYVERMILLION VALLEY SERVICE PLAZA LITE STAR OILI-SO S I-~~0 ON TPK (1 1N0 ) US-b N I OH-i04(214 ) ‘56-3041 (410 ) 204-2301STANDARD P FL E E T-WINO S

OH. PL AZA lO-EW ON. VAN WERTG R EAT LA L E S SERVICE PLAZA BETTER GA S A OILI-~~~ OH TPK (W-BND ) U5-30. 5 MI E OF VAN WEPT(214 ) S2o-4725 ( 450 ( 233- 1003STANDARD P UNION S

OH. PL AZA 10-EN ON, WAPAKONETATOWPATH SERVICE AREA WA PAK TRUCK PLAZA5-3-0 OH TPL’ (E-BND ) I- _S 4 (i5 33~ EXIT iii. 1 MI I OP TOWN(25 5) 324-0151 P454) ~33-25SO (&10 ) 736-3215S T A N D A R D P U N I O N P

OH. PL AZA 13-lw OH. WASHINGTON C,N .BR AD, 15 LEAP SE RVICE PLAZA SUNOCO TRUCK STOP1-10 014 TPK (E-b NO) US-22 . i’Z (‘II E OF TOWN(21 6) 2~~e-0315 ‘614) 3C’5- I3OSTANDA RD P SUNOCO S

OH. PLA A 13-EN CH, WAX ER )PORTAGE SERVICE PLAZA THE PLA TEAU TRUCK STOPI-SO OH T:L (W-BND ) US-lI N. • 33 MX S OP CHILLICOTNE(216 ) Z~~6-°353 )65~~~

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OH . PLAZA 16-EN OH. WHEELERSIUPOGL ACIER H ILLS SERVICE PLAZA POP’S PLACEI-SO OH TRK (E-BND ) US-32(116 ? 542-3215 (p14) 504-602’.STAN ’DA C P G U L F S

ON. PLAZA 16-EN OH . WOOSTERp(AHCX’:NI V A L L E Y SERVICE PLAZA TIP TOP TRUCK STOP5-80 OH TPK (W-BND ( (‘5-30. • MI E OF TOWN(218) 542-2346 (Zip ’ 284-i”?3 (216 ) 262 7976S T A N D A R D P A R C O S

Os, RICHFIELD OK. AFTONBA PN!Y ‘ S G A S TOWN TRUCKSTOP GREEN ACRES *6 SERVICEI- ’T a t-I 1 OH TPK AT EXIT ii I-... US *R-*9- 4O-S4 I O(~-lS. APTON EXITP21 4-) 630 006i (016~ 2S ’- .030

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OH. RISINOSUN OK, A LTUS‘. I D L E - A - W H I L E TRUCKSTOP sHAMROCK RZ SERVICE

US-lI . 7 MI N OF FOSTORIA US-42 I(410 ) 450-2721 (419 ) 857-3311 (405 ) 462-3-606UNION S SHAMROCK SOH. SEV ILLE OK, ALVAAKRON 71 WEST TRUCK STOP MARTIN’S 66 TRUCK STOPI- i. I~~~e A US-22 4 US 231 64 A O K -l A(216) 40-1046 (116 ) 376-3285 p403 ’ 32” -~~91UNION P PHILLIPS S

OH. SE V I L L E OK , A L V ATRUCKS°OPS Cl AMERICA WAMSLEY OIL CO.I-’l. I - e AT US-224 US- CA(256 ) 40-2033 (805 P 32’-lASSTEXACO P CHAMPL IN S

Cu . SWAPONV ILLE OK, ADNETTF RED’S MARATHON CHESTNUT TRUCK’ STOPUS-Al. RE ADING RD I HILL STREET IN CENTER US eO’233 A Ok-Si( 513 ) Oe O-0011 (.Q3 ( 3-33-’ .26~M ARATHON S PHILL IPS 5

0)4. STONY RIDGE OK. ATOKATOLEDO ARCO TRUCK PLAZA BONNER OIL CO.1-3-0 OH TEL AT EXIT 3 US p0’ ’~5. N PART OP TOWN( .4 0 ) 3-3~~~~000 ( ..(.3 ( 3-3 -~~-3AUARCO P CONC’CO S

OH. STON Y RIDGE OIL , ATOIL ATOLEDO-S TPUCLSTOP SOONER 4R TRUCK STOPI-SO C)) TPK AT EXIT S U S - 4~~. 1 MI S OP TOWN(410) 3-37-3 46 (81’) 631-3017 (~~0S) 550-905,5UNION P SL E L L Y S

OH. STON Y RIDGE OK . BAL K’OTRUCKSTOP* OP AME R ICA B R Y A N ’ S COINER OIL CO.I - S O OH TPK AT EXIT 5 iS-lI A 0 K 3 JCI.(4 1 9 ) $3 -S3°I ( 803 ) 361-1333AMERICAN P Su L L Y S

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OK’. BIG CABIN OK. ERICKCHEROKEE TRUCK TERMINAL MARTIN e6 SERVICE5- 44 5 US-CO JOT. 1-40 5 US-pp . 1 SlOE OP TOWN(055 ) 763-Sill 4405 ) 326-3146DX P PHILLIPS 5

OK, BIG CABIN OK. GUYMONCLAP4TON ’$ TRUCE STOP KEN ’S CHAMPLINI-~.4 I US-CO JCT. US-IA A OK-I(Oil ) 03-3-5131 (405) 333-3615 (803) 335-0946TEXACO S CHAMPLIN SOK, BL AC KW ELL OK. GUAMONINTERSTATE CC PHILLIPS SUPER SERVICE13 1 I OK-li JCT. US-SC. SE PART OP TOWN

P (403) 3o3-2333 (405( 335-00541) PHILLIPS S PH I L L I P S S

OK’. BOISE CITY OK. GUYMONPHILLIPS 66 TRUCK INN PRYOR TRUCK PLAZAUS 56-64-267 5 0k 3. 1/1 MI I OP TOWN US-SC f(.05 ) 344-0907 (405) 335-3 67PHILLIPS S STANDA RD S

OK. BOISE CITY OK, GU MONSHA MROCK SERVICE 66 TRUCKERS INNU$-eA. 3- MI E OF US-SC JC’T. US-S A. 2 MI NE OF CITY LIMITS( 4 05) 5 .4-0012 P..03 ) 316-6055SHAMROCK S PHILLIPS S

_ ;“ OK, BRAMA IH OK, ZOABELOKL A HOMAN GULF b ABEL TRUCK STOPI-IS 4 US-iTT US 70-259 . 3 MI I OF TOWN(.05 ) 33-3-3002 (403) lso-0021

I~ ~ GULP 5 CHAPIPLIN

I~ OK. CHANDLER OK. LAWTONMCCOY ‘ S SERVICE STATION PIONEER TRUCK STOP114 U 15TH STREET 101 E LIE(.03) 2SS O1SO (403) 355-0595SINCLAIR S OX P

OK. CHICK’ASMA OK. MA PLOWBILL’S 51 TRUCK STOP QITA ”S SHAMROCK SERVICEUS 3-1-277 IN S RAPT OP TOWN (.‘S-li S(405) 222 0774 (A03) p56-0002MOBIL S SHAMROCK S

OK. CHOCTAW OK. MUSKOGEEPRO-AM IV TRUCK STOP HILLTOP TRUCK PLAZA1- 40 AT CHOCTAW ROAD US-CO . 2 MI N OP OK-3(•OS ) 62’-3~~77 (053- ) 663-2212SK E L L Y P SKELL Y P

OK’. CHOUTEAU OK. NORMANSM ITH SE R V I C E ~~• BOTIE SUS-O R A OK-33 1-33 6 MAIN STREET EXIT(055 ) ..7p-0 713- (ADS ) 321-3243TEXACO S SINCLAIR S

OK, CLINTON OK. OALW000FOSS JE T STANDARD MIDWAY TRUCK STOP“22 FRISCO US 2 0-211 A OK - I(~~O5) 3~~2-356l (405 ) 3-01-6361STANDARD S T E X A C O S

OK. CLINTON Ok• OKARCHE1- 40 4 eC PLACE TOWER TRUCK STOP1- 40 5 CLO HWY 64 US-Il A O L 3 5(403 ) 323-0026 (403) 263-0056P H I L L I P S S CO NOCO S

OK. COMMERCE OK, OKLAHOMA CITYMIDWA Y SINCLAIR SC! TRUCK’ WASH, INC .US 66-60 . S PART OF TOWN 2301 W. PENO(413- ) 673-0002 403 ) 236-8033-SINCL AIR S MOBIL SOIL. DAVIS OK. OKLAHOMA CITYGREER I SALTER 510 TOW N T R U C K STOP 2US- i, I OK-7 , IN TOWN 5101 SE 4..TH STREET(~~0S) 36O-266S ( .05 ) 607-0566MOBIL S STANDA RD EXXON P

OK . DILL CITY OK. OKLAHOMA CITYE NSEY SHAMR OCK SERV ICE STATION JER RY ‘5 SHAMROCK TRUC K STOP. XNCOK-i5 2 310 S. K L E I N( ( .03 ) 674-3032 (.05) 83-1-0530SHAM ROC K S SH A M R O C K S

OK. DUKE OK. O K L A H O M A CITYDUK E FARM CENTER M A N L E Y ’ S TPUCKOMIITUS-C l 14.00 E. REN O(4OS~ 670- 33-32 (405) 236-O ’lGULF S PHILLIPS S

OK. EL RENO OK. OKLA H OMA CITYCHIS$OLM TRAIL TRUC K STOP O K L A H O M A CITY 6 AUTO /TRUCK STOPI-40 I US-CC I-AD AT MOR GAN EX IT , 10 MI W OF CITY(405) let-lO20 (405 ’ 33.A 33’oPHILLIPS S UNION P

OK. EL R IW O OK. OKLAHOMA CITYH!N SL EY ’S. INC . PRO KM TRUCK STOP

I ~ I-_ 0 a COUNTRY CLUB RD EXIT “8*0 N. BR ANT(405) 262-1133 ( 403 ) 4’S-O.”J (403) 475-1534MOBIL S S K E L L Y P

OK’. ELMW000 OK. OKLA HOMA CITYBOSTON’S 66 SERVICE STANDAR D CPOSSTOWN TRUCK PLAZAiS 3-270 I OK-lI JCT. I RENO A B Y E R S AVENUE(403 ) 623-45,6 (405 ) 233-4008PHILLI PS S STANDARD S

OK, INtO OK. OKLAHO MA CITYPOTTER OIL CO. TRUO LE~~S VI LLAGE 1 (WEST SIDE )US 51-60-64 bUS RT. 5401 N! E \PY£ 403 ) 234-4420 (805 ) 1)7-11)1 (803 ) .16-0232CHAM~~LIN S TEXACO P

~~~~~ - — - - ~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~ ~~~~~~~~~~~~~ ~ ~~~~~~~ i t~

I-, ~~~~~~~~~~~~~~~~~

~~_ iI:~ ~~~~~~

-~

~~~~~~ ~~~~~~~~~~~~~~~~~~ ~~~~ ~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~~~~~~~~~~~~~~~~~~

I~I~~~~~~~ ,_ ,III~~ ~~~~~~~~~~~~~~~~ ~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~I ~I_ I I

OK , OKLAHOMA CITY OK. PONCA CITYTD(JC (EPS V ILLA GE 2 (EAST SIDE ) SUCK’S TEXACO8.02 N! E’P) U S-eO A CL-iso s JcT .. s MI w OF TOWN(.05’ ‘6 13S1 (.03 ) 762-370* (403 ) 162-1330 RE STRT E ’4 C3 P T E X A C O S

OK. OKLAHOMA CITY OK . PURCELLT R U C K E R S VILLA GE WEST BACON’S TEXACO1-80 AT COUNCIL PD. EXIT. 7 MI W OP TOWN I-IS A KS-04 . CHICKASAW HILLSI .05 I . 57- ••.51 I — 0 3 ) 320-3333 P .05 1 327-2106TEX.~CO P TE XA CO S

OK. PAUL’ S VALLEY OK. PA NOLETT~ I PA U L ’ S V A L L E Y TRUCK’ PLAZA CPI~SSR3A0S TRUCK STOP

1-35 L V S- SO JOT . US- 0 A OK l0’-26i, 3 MI I OF TOWN, I (403) 235-5523 (..031 23-1-3465

STANDARD S P H I L L I R S S

OK. PER PP OK . SALLIS AWC :MMARON TR .JC K STOP IC’S T U C ~~STOP . INC .1-35 5 U S’eA 1-40 6 US-~~. E JCT.(405 % I3b -~~04S (053) 7 $- ’.t3-4

; -~~

S K E L L Y P CHAMPLIN S

OK , PERKY’ Ok. SAVANNA- - I-i. ‘S T!’ACO CHAM PL IN T~~UCIC STOP

I-33 A US- CA L S-6 03 INDIAN NATION TPK— 0S ( 33p’-Op Cb 0 1 3 - ( 3 .5-3566

TEXACO S CHAM PL IN P

OK. D IPPY OK. SAVANNA3 - O’ E R CONOCO LEE’S TRUCK PLAZA 11-33 5 FIR STREET EXIT, 2 MI N OF TOWN US-CO . X’Z MI S OF INDIAN NATION TPK(4 0 3 ) 33* 9051 P 0 ~~~3 - I I 54$-33 ’qCCN000 S STANDARD S

-

~i OK. PLAZA 1-N OK. S A Y R EWELLITO NE S!RVICE AREA BALES 6* SERV ICE

- I 1-44 TURNER TPK .. MILE 25, 1-40 A US-CC. SW SIDE OP TOWNI I I P - (4~~5 P 0 2 5 - 2 6 6 5

PHILLIPS P PHILLIPS S

OK. PLAZA 2-1 Ok. SAYRECHANDLER SE~~VICE AREA MID-CONTINENT TRUCK STOP1-44 TL’ N! T K . MILE 31 1-40 A US-CC AT CEMETERY PD EXIT( ( - P’.03 ( •28-33’i (‘.OS( 026-5372

- - - PHILLI PS P CONCCO P

- -~~~ C’. PLAZA 3-EN OK . SA ’RE

~~RCUD SERVICE AREA SPENd A RUSSELL TRUCK PLAZA

h :- ‘A TURNER TPK. MILE 43 1-40 5 US-Ce013-) 065.2043 (E l (013) 965-2203- (N) ( 403 ) ~� S-23 70PHILLIPS P STANDARD S

QK . R LA A 4-! OK. SElLINGB:ISTOW SERVICE A R EA M A R C - S SHAMROCKI- —-• TL’~~K’E TPK . MILE Cl US 2”O’*O A OK-I

- - - t P P - -.03 ) ~ 2 Z - ~~6O0

RHI LL IRS P S)PArROCk SI ~ OK. PLAZA 5-N OK~. SEMI NO LE

HE’BL N SERVICE AREA R O L L E R ’ S *c TRUCK STOPI-—’ . TL)*NER TPI.. MILE 71 1-40 6 Ok-00 PRAGUE-SEMINOLE EXIT( I

~ I~~O3 ( 362-5562PHILL:R’S P P#4XLLIDS S

OK. P L A Z A 6-! OK, TONLANACLAR ENCRE SERVICE AREA TOX’KAW~ TRUCK STOPI-4~ WILL OGE S TPK . MILE i4 1-33 At FOUNTAIN ROAD . EAST(01 5 ( I— C-32 06 1 4Q3 ) 621-2034PHILLI PS P CHA (’IPLIN S

OK. PLAZA -EW OK, TULSAv:NITA SEOVIC ! AREA PRO -AM II TRUCK STOP1-44 WILL ROGERS TPK. MILE 47 1-44 AT 103RD EAST AVENUE EXIT

~~~ ~ ( 0 1 3 - ) 256-33-00 (Oj3 ) �66 3503

~

-

~ CO NOCO P SK E L L Y P

OK , PLAZA 3--U OK. TULSAMIAMI SERVICE AREA TULSA EAST UNION 06 AUTO/TRUCK PLAZA5- 44 WILL ROGERS TPK , MI LE 72 1-44 AT 161ST EAST AVENUE EXIT(056) 342-2056 (015) 43’-07’6CO NOCO P U N I O N P

Oil . PLAZA Q -NS OK’. TULSAMUSKOGEE NORTH SERVICE AREA TULSA TR.CK’ PLAZ A. INC .MUSKO~IEE TPK . MILE 20 X -~~4, US-’C A OK-33 . ipiST E. AVENUE EXIT

I ( 0 3 5 1 *53-4621 (016( 233-3800PN:LLI;s P STANDARD P

o’:. PL AZA 10-NS CL’. TULSAEUP AULA SERVICE AREA TULSA TPL’CK TERMINALINDIAN NATSCN TPK, MILE 11 3127 ~~~ BL VD.( 0 1 3 - ) 63’-2340 (016 ( .4p-00 1‘)4ILLI PS P GULF S

0)- . PL AZA 11-NS OK. TU~~PINANTLERS SERVICE AREA TU RIX SHAMROCK TRUCK TERMINALINDIAN NATION TPK. MILE 5$ US 6. 53‘ ( - (

~~~O 3 P ‘‘5-0310PHILLIPS P SHAMROCK S

OK , PL AZA 12 -NS CL , TL’S~~KACP4ICKA SWA SERVICE AREA TUSHLA TPL’ K STOPH !. BAI LEY TPK. MILE All US e)-75 , — MI S OF ATOKA(.03 ) 2~~~-0C’1 (405 ) 610-533pPHIL LAP S P TEXACO S

OK. PLAZA 13-NS OK . WAGC’NEPW A L T E R S SERVICE A R E A W 4 - ,CN !R T R U C K STOPN .E. BAILE Y TPK . MILE 15,0 US eO I OK-Si(403) 3- S-35,63 (O j 3 - P —3- 3-3 .25P H I L L I P S P GUL F S

CI- . PL A Z A 14 1W OK ’, WA IONGALO NE CHIMNEY SERVI CE ARIA RAMSEY cc SE RV ICECIM AK ON TPK. M I L E 36 OK 3-33 . E SlOE OF TOWN( 0 5 5 ) .34- 9292 (.Q3 ( 623-3—3 - 1C -R P P H I L L I P S S

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~~~~ ~~~ ~~~~~~~~~ ‘ .~~~~~ LI4 LILI~’~~~~~ -~--

1 7 Np ‘ AO—A061 168 SYSTAN INC LOS ALTOS CALIF F/S 15/?POSTATTACK I~~ACTS Off TIC CRISIS RELOCATION STRAYEr ON T*ARSPO—ETC (U)SEP 78 .1 w BIUJEIPER. A W SI*SCN OCPAOI—76—C—0317

I UNCLASSIFIED SYSTAN DISI 3 Pa.2~~2~~ r ies

I UENDF u M E P

1-79DEC

II

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OK . WAL RIKA OP. EUGENEJUNIOR ROBERTSON TRUCK STOP EUGENE ARCO TRUCK TERMINALUS •1- 0. 1 MI N QP TOWN liRe W 6TH A 7TH AVE.03 ) 226 2373 ‘ 3 0 3 ) 3 .3 - 3 3 24

P H I L L I P S $ A R C O $

OK . W ES3E R S FALLS OP. EUGENEWEBSERS P A L L S TPUCK STOP WEST SIDE GAS1- ..0 $ OK-i0O JCT . CR-lie . W PART OP TOWNP16) .-2�20 IRiS ) 444 *337 ‘303) 3.3-0605

FINA S T!~~ACO $

OK . W000 WADD OP. HUNTINGTON0.0. WILLI AMS CONOCO TRUCK STOP FAREWELL BEND MOTOR INNUS•*70. S OP TOWN 1-50 N A HUNTINGTON E)~IT(4 0 3 ) 336 31.03 503 ) 0eR-21 ..4COP’( CO S T E X A C O P

OK . W000WARD OP. JCDOAN VALL E YHILLTO P A R Q .I!M S TI~~ACOUS *70-163 A OK 34-13. U OP TOWN LS-Q 3 . CENTER OF TOWN(405) 234-P040 1303) 316•22ARCO $ TEXACO $

OK . W000WIPO OR , KLA MA T H FALLSLEO $~~ITN $ TRUC L$TOP LA ’~~SHORE ARCOS Z’0-163 I OK 3-13 JCT . • U OP TOWN US~~~’. 7 MI H OF TOWN(403 ) 25.-4224 (303) 662-0232OX P APCO S

OK. W000WAPO OP. KLA MATH F A L L SS T E W A R T ’ S TRUCK STOP NEAL S TRUCK STOPUS 370 153 A OK-Se, S OF TOWN US- R” . S M~ S(‘.03 ) 23e-3200 303) e62-o~~6zPHILLIPS $ PHILLIPS S

OK. W000WAPD OR . LA GRAND!W !LLIA ’S 66 TRUCK STOP A A 5 HUSk,US 2 0-113 I OK 3-15. 1 MI W OF TOWN I-SO 6 US-30 AT OP-Si INTIRCI4ANG!I~~O3) 23.~~3,.*5 1303) 0~~3-3 432PHILLIPS S HUSKy 5

OK . WYNNEW000 OP. MA DPASKENT S TRUCK STOP MACPAS TRUC K STOP1 -3 3 I 0 1 - 2 0 us-q’. S OP TOWN( .03 )

*~~S-~~0i4 ( S O y ) 4 5 - ~~S3CONO~~O $ C HEVRON S

OK. W NNEW000 OP. MEOFORDST I V E S TRUC K STO P K~~PRIS BROS TRUCK $ AUTO CENTERS1-35 5 S WYNNEW000 EXIT -S A OP-el EXIT(403’ 403-4423 1303 ) 7~~2- 063PHILLIPS S ARCO S

OP. ALB ANY OR, M!DIORDT I R TRUCK STOP WIT HAM S TRUCK STOP . INCI- S I US-ZO JOT. SANTIAM EXIT I - S . US-0Q AT OP 62-1.0(503) 014- 4411 503) 036-3641 RESTP (303) ~‘73-4~~Z6APCO S PHILL IPS S

OR. BA KER oP . ONTA RIOCHUCk S 66 SERVICE GUNNELL S TRUCK STOPUS-SO. I SIDE OF TOWN I - S O N . US-30 A OR-201. EXIT 26(303 ) 323-221’ (503) 63 -6666PHILLIPS S PHILLIPS S

OR. SEND OP . PE NDLETONNORTH GATE UNION TRUCK STOP FLO ID S HUSky SERVICEUS 4 -l0. 2 MI N OF BEND I-AG AT S&RNHART EXIT, S MI W OF TOWN(303) 330-3?C0 (303 ’ 2 6-e 0’UNION S HUSKY S

OR. RIGGS JUNCTION OP. PEN DLETONs:oos JUNCTION PHILLIPS 66 AUTO-TRUCK STOP P$IXLL IP~ 06 EASTOATE1-00 N A US-~~7 JCT 22 1~ SE COU R T(303) 3~~~253O (303 ) 3’-1427 (503) 2 e-1660PHILLIPS S PHILLIPS S

OP. B!03S JUNCTION OP . PH ILOMATHDINfl S ARCO !LKHOPN SER~~ICEUS-SO N $ US-ST US-20 I OR-is JCT( 3 0 3 ) f30-2.60 (303) 020-3.33A RCO S TEXACO S

OP. SCA ROMAN OR. RO~~TLA NOMOORE’S TEXACO BARBUP BLVD TRUCK STOP1-50 N A FRONTAGE RD °320 SW BARSUR BL

• (303 ) .S1-’213 (503 ) 2.p-5,0lTE XACO S PH ILLI PS S

OR . BPOO’INGS OP. PORTLANDWH!TE~~~S AECO BURNS BPOS. INCIJS- lOi olD SE UNION(503) 460-~~~Ob (503) 234- 353ARCO S CHEVRON S

O P. CHILOG (JTN OP. PORT LANDRAPIDS ARCO JLSITZ TRUCK STOPUS- OT A 0 5 -4 2 JCT 10205 N VANCOUVER WAY(303’ T63-2 !3 (303 ) 203-1111A RCO S E>XON P

OR. COOS SAY OP. PORTLANDMAR T IN E\’CN SERVICE STATION NORRIS BROS . TRUCK STOPUS 1O1 S C-TN 1200 0TH(303 ’ 2o -31A 1 (303) 236-6611

S A R C~ 5

O R. COTT A G E OPOVE OR. REDMONDR A Y O!~~ ’iM T!’ACO PRODUCTS REDMOND TRUCK SERVICEUS-” A E X E R O R E E N ST US-57, S EDGE OF TOWN ON S. 6TH STREET(035 ) 424-441 (503) 3*5-2616TE XAC O S MOBIL S

CR. CU RTIN OR . SA LEMPINA TRUC K STOP DENTAL S AUTOMOTIVE CENTERI-S & CUR1’IN.LORANE EXIT W 3*11 MARKET STREET(303 ) ‘4l-6~~i4 ( 3 0 3 ’ 301-21 2FIpIA P T E X a C O $

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OR . RIK~~UR L A P S PA , IIOO M$lL( RG$IL X E ’ L a d GARA GE , INC . 5 L C K H C ’ N T RuC K I CA R PLAZAUS-’) A O’-Sl 1 6 0 2 E~~IT 3... P A - Al(5 03) S • - l t . ( ‘ t ’ ‘.~~-.sii

S AMOCO P

OR . $ P R I N G P X I L O PA . ILOOHIIVRG•tYR .~ L NLIMI T ID RE G ION OIL CO. • INC .— I l ’ . ~~~1E NZIS NW) I - S O A US-U . EXIT 34. 1 MI N503’ ‘‘.4 ,121 ~I’’ 1~~- 5i..3T I ’ A C O S GULF $

OR. THU D A L L I S PA, BREEIIW000CN E V RO ’~ CHA tEAU TRUCK STOP l R 1EZ 5 W ~~’3 G U L P1204 W. I’D I’ ’O PA T P P & US - 3 D . E X IT 151031 1’, 4411 01.’ ‘31-S’*i

CHU RCH $ O L L P $

QR . T I L LAMOO P Pa , • R E E Z ! W C ’ C DCOA ST TIRE SHOP IRE I2EW000 ~ RVCP. P L A Z A(. 5- 1, 31 N 1 ’ O PA (P1 *1 E X I t Ii. (.5 30. 1 4 MI U$03’ 0 .3- 4333 61. ’ ‘3$-’.305 4 3 ’ 1.3 ’S

C $ ( s R O W $ UWI~’N I

OP. ‘RO U TOAL I PA , PREIZIW000SURN S 110 $ . HUSKV O~~NALO HO RT oN SUNOCO $5RV ~~C$, INC .1 , 6 0 N A TROUTO A LE 5XIT 1~~~0 PA TPK AT IX!, 11. US~~30303 4 4.4-1106 (5( . i 31 S’I’

HU$K , P $UNOCO S

OR . U M A T I L K A PA . R R$IZI (..300MUSK. TRUC K STOP MANGES I KI NG E X X O NUS-’)O I- ’O PA TPL A US-SO . EX IT 11(303) 511-SOS) ‘Sl.. 3)-i3’$Hull ) S I’~~C’N S

OR. UMAT ILKA P A . PPEIZEW000W A L T $ T R UCK StOP SN,OU S DATIWA) , INC .1-Il. U*~~~)O $ US-)’) JCT., S SIDE OP TOW N I - 0 Pa TIK A US-I.’. EXIT Ii(303 4 P~~~~4Ij3 103’ 533-3*06 (01.’ 33 43’I ‘•lA) ‘33 555’ARCO P AME RICAN $OR . ‘.104 P4. S P C C ’ 4 X I L ’ I~I!MUC D SU RV ICU TR (JCKST L’PI C’F M E R I CAUS-Il.. MCKUNZI E NW ) 1- 60 $ t’:~ 13 P4 3.

5 0 3 ’ 63* 3 S 3 0 614’ F..~ 3C’ 1M~’S!L $ AM~~~O P

00 , WILS O NVILK E PA. $t.J T L IRSLRN 5 110$ . TR U C K P L A Z A 00 W I O E N H C ) P E R GA RA GEI-I I $“A’PC’D EXIT. 11 MI S OP PORT LAND V S - A U . S M$ I OP IU ILER‘ 3 0 3 ’ *3 1-PIl l (4il( I63-1~~33 ,,(51 l5~~- 64’3CHI XION P E’’ON $

OR . W O L F C R E E K PA . CA M’ W I L LH X3I~ W OL F A RCO H1!E 0~~l L ES ARCOO~~D U$~~~S L’S li-Il,)~~3’ 1.4-tAl l ‘1’’ ‘3’-1131410 0 $ A R , .C’ $

0* , A L LE NtO W N PA , C A R L I S , !P(.’ H N $ \ I L L E SIP V IC S CENTER P L E M I NO IPUCK P L A Z AOLD US-U . 1 3 MI U OP T PK EXIT 33 US-lI BETWEEN PA YPK I 1-61( 3 13 ) St ’ (CNI ’ .1Of~ I A M E R I CA N p

P A . £LL!NTOWN PA. CA P L I S L ET R I \ L I R OIL CO. 1040 * , CE NT E R S , INCI - 1 0* FF 1 I US-Il. EX IT 3S-KUHN$VILLE I-~~1 (‘5 (1, EXIT I’. I MI I(213) 3S3- PSS’. ‘2 1 $ ) 351-5001 ‘ ‘1’’ ~~4 1211UNION S IF P

PA. IA R K E ,X I L L E PA . C A P L IS L ILAI R S I-SO TRUCK STOP SMIT H OIL CO .

~ - $ O I P A- I . E X I T 3 1 - e l P A TPK 4 E X I t 1 4- M I D D L E S EX . 1 . 4 MI S5(~~~ $•- 5’j , (( 3A3-4434

A M E P ICA N P INDEPENOENT $

PA . SARKE) V IL LI PA, CARLIS LEStOP 6. INC . T W I N G AS LE S A ICO SERVICEI-SO A PA-,. IXIT 3, SARKEYVILLI I - 4 PA T PK I U S-il. eXIT 14, i l MI N(51 4) 754-7554 ,‘(‘ .) *45-3314SORON P £100 S

PA, SAITOHSVZLLI PA , CWAMIIRS$WRO•OCO~ O AUTO TRUC K PLAZA KIMOL E $ TICK TOO K CHEVRONI-SO $ U S -A l l , EX IT 44 N 1-01 4 V S - 3 D . E X I t 5. ii MI S( 1’) ell-t”O i.~ ’ 1 I 33’.- lSIUNION P ONE’. RON S

IA . lEAV E R F A L L S PA. CLA )$IL ’RGl EA V E R ~ A L L E 3 tRV CK STOP FEGG) ’$ 220 TRUCKUTOPI-SO * PA tIK A P4.14. SKIT 1 5 V5 110. 11 MI S OF ALTOONA(411) •,3 11’I ‘ 6 1 4 ) lS’ StOOA S H L A N D S UNION S

PA . REICH CREE K PA. C L A ) * ’ .I L L E$C A H’ L I N $ *000 SERVICE CENTER E’IT 1(00 IPLOP STOPI-I) I E~~1T *3, N ON UI-ItO !- ‘.O 1 (‘11 2(‘1’) S.l-lSl~ ‘A l l ) .43- ’ ’iSCR00 S UNION S

PA , $EP(TLI)VILLE PA. CLIA RP IRLOAM IRICAN ? R(.’CP STOP T PV C’ S~ OP$ OP AMERICA1- 0 3 P4- 517 S I NT L EYV ELL I E X I T . I OP TOWN I-SO I PA-S’S . E XIT (S . I OF TOW N( 8 1 3 ) lSS-Se ~~I 53.. ’ ‘4 5 )311AMIO! CAN 0 A T C O P

PA $I’WICK PA, 0004W STATION1.180 CR ISP t~ UCP STOP SUMMIT LOD GE t RUCK ITOP1 6 0 $ VS-i l , IXIT 34. 1 MI N Ut - IS(‘1’) ~3I-l553 ‘ ‘1’’ S5S 5,~~(AME RI CAN S APCO $

PA. IStHIL PA . CONNELI.SV IKL U• P ESO S E XX ON lAST W ILD 34$ I OIL

I- $ A US -SI US-U’. 4 MI N OP TOWN• ( ‘ 1 , T ) S33-~~~3O (.11) 411-3D”

EX XON $ MOSIL S ‘I’

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PA. CO (.DIRSIORT P A . JO NESTOWNJOHN S E X X O N TIUCK STOP CA S SE L BROS . ONE STOP TRU C K I TOP(.5-4. FORT A LL E G EH Y ROAD US- i l. I MI W OF TOWN.014) 1 .-$ 52 ( 1 ’ 143-3704E’XCN $ PHILLIPS P

PA , DENV ER P A . K I L E R T OWNC $ H t~~’ON SE RV ICE CENTER MOUNTAIN V I E W CENTER1-74 P A IRK A US-il l . EXIT 11 1 - 0 0 A PA-S ) E X IT ii‘115) i.’-’SOl ( C i.) 3.5-oilS (SIA ) 345-4403E~~\0N S KS)STONE P

PA . DILLSBU’G IA . LA MAPSH U M A K E R S TRUCK $100 BORON STOP 44, INC .US-iS . 1 MI N OF TOWN 1-40 A P&-.. JCT . - E X I T 23. N OF TOWNl’i ~~ ’ .31-5e37 ( 1’) ~~ e~~4”6P~~! L L X P S S BORON P

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TX. PARIS T X , SAN ANGELOTRK-O-TEL NOSSINOTON CACTUS PATCH TRUCK STOPUS-i’i. 4 MI N OF TOWN US’S’ . S MI N OF TOWN• (214) 763-5201 1113 ) 631-5669 (413 ) 035-1776

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TX, PLAINS TX, SAN ANTONIODUNCAN’S CC JENKINS AMOCO TRUCK STOPUS 300 A US-Si 19334 1)5-251 5(506 ) 436-1564 (Sill 616-2221PHILLIPS S AMERICAN $

TX. PAILS TX, SAN ANTONIOFOWLER BROTHERS 46 SIOMOP SHAMROCK SERVICE NO 40US 5 2-6 2 . IN TOWN 3013 FREDERICKSBURG RD(606 ) 233-1114 (512 ) 732-0134PNILL~~~S S SHAMROCK 5

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TX, RANGER TX, SAN ANTONIORANGER HILL TRUCK STOP TEX MART NO 32-20 3- 10 U I US-ST 54

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TX . RICHMOND T X . SAN MA PCOSSIGP’DR SHAMROCK SERVICE SAN MARCOS TRUCK STOP

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WY . CASPER WY~ PIN! BLUFFSHUSKY SUPER STOP WEST MUSKY TRUCK STOPUS 20-26. 3 MI U OF TOWN I-SO A US-30, W SIDE OP TOWN(30 7) 234-5822 (307) 2.3-3612HUSKY S HUSKY S

WY. CASPER WY. PINE BLUFFS• JESS’S HUSKY TRAVELCENTIR STATE LINE 66 SERVICE

I-IS I L’S 20-26 CURTIS ST. EVANSVILLE EXIT I-SO I US-3D, W SIDE OP TOWN(307) 243-5564 (3 0 7) 245-3611HUSK Y P HUSKY S

WY, CHEYENNE N’., POWD!P RIVERART’S TRUCK TERMINAL. INC ROMEO $ JULIET’S CAFEI-IS A CD~~LEGE OR EXIT I US 20-26( 3 0 7) 634-4 145 (3 0 7) 634-2591 307) 134-0086SKILL’. P CONOCO S

WY, CHEYENNE WY. PAWLINSHOLD:N3 ’S LITTLE AMERICA PORNEY’S HUSKY TRUCK STOPI-SO £ I-IS ACT AT 16TH ST EXIT 1010 W SPRUCE(307) 634-2171 (307) 324-3150HOLDING ’S P HUSKY $

WY . CHEYENNE WY , PAWL INSMUSKY TERMINAL GAY JOHNSON’S, INCI-iS. I60 S US 30-57-53 -50 I BARNES RD EXIT(307) 43.4464 (307) 324-3463HUSKY P SKEL L Y $WY, CODY WY . POCK SPRINGSCHIEF SERVXC* HUSK Y SUPER STOP1)5 14-16-20 I WY 120 5-80 I $ WY-373 PLANING GORGE EXIT(30?) 381-2121 (307) 382-’844MORIL S HUSKY P

WY. COKEVILLE NY. ROCK SPRINGSINCUS! SUPER SERVICE OUTLAW 44 SERVICEUI-SO N A US-SI I-SO I US-iS’S ELK ST E X T(307) l”-3171 (307) 342-8103HUSKY S PHILLIPS P

WY. COLONY W . SHERIDANCOLONY TPUCK STOP I CAFE SHERID AN SK E L L Y TRUCK STOPUS-lil 2-00 1 US 5 -14 JOT(307) *96 316* (307) 474-5633NOSIL S SKELLY S

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REFERENCES

1. “In itial Guidance for Regions and States: All Hazard, Al l ContingencyCivil Preparedness Program,1’ (draft), Defense Clv ii PreparednessAgency, Wash inqton, D.C., August 1973.

2. Bilihelmer, J.W., Robert Bullemer, Arthur S impson and Robert Wood,“ Impacts of the Crisis Relocation Strategy on TransportationSystems ,” SYSTAN, Inc., Report on DCPA Work Unit 2313-D, Los

• Al tos, Cal ifornIa , August 1976.3, Bilihe imer, J,W., Gail Fondahi and Arthur Simpson , “Postattack

Impacts of Crisis Relocation Strategy on Transportation Systems,”SYSTAN, Inc ., prepared for the Defense Civil Preparedness Agency,Contract DCPAO1— 76--0317 (draft submitted for DCPA review),Los Al tos , Cal iforn ia, January 1978.

4, “A Study of Truck Stop Operations in the United States,” 1976 Editionperformed for the National Association of Truck Stop Operators byLavent hol and Horwath , Philadelphia , Pennsylvan ia, June 1976.

5. “HIgh Risk Areas,”, Report TR-82, Defense Civil Preparedness Agency,Washington , D.C ., April 1975.

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