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 Table of Contents  
ORIGINAL ARTICLE
Year : 2016  |  Volume : 4  |  Issue : 1  |  Page : 25-30

Study the vulnerability and blocking of streets after earthquake (case study: Kerman Shariati and Shahid Beheshti Streets and Jomhuri Boulevard)


1 PhD Student of Crisis Management, Department of Management, Shakhes Pajouh Research Institute, Isfahan, Iran
2 Professor and Vice Chancellor of Research and Technology of Shakhes Pajouh Research Institute, Isfahan, Iran

Date of Web Publication5-Feb-2016

Correspondence Address:
Zohre Nejad Akbari Ravari
Shakhes Pajouh Research Institute, Isfahan
Iran
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Source of Support: None, Conflict of Interest: None


DOI: 10.4103/2347-9019.175673

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  Abstract 


Background: Despite achieving great technologies in last century, earthquakes seem unbridled. When an earthquake occurs, city is affected as a system and not only urban elements are affected by earthquake shocks and its other side effects, but as interaction of system, affects other elements of city. One of the most important elements is road network. Passages blocking roads due to their length and width and may disrupt Relief after earthquake. Aims: In this study, we provide a model in order to assess the damages and vulnerability of Kerman main passages (Shariati Street, Shahid Beheshti and Jomhuri Boulevard). Materials and Methods: Methodology of study is based on descriptive nature and method and is applied study in terms of aim. GIS maps of Kerman have been used in order to get the best routes. Results: Longitudinal and transverse blocking of passages and their effectiveness after an earthquake was determined through conducting the necessary studies and obtaining GIS results.

Keywords: Earthquake, geographical information system, route, route blocking factors


How to cite this article:
Ravari ZN, Ghazi I, Kahani MM. Study the vulnerability and blocking of streets after earthquake (case study: Kerman Shariati and Shahid Beheshti Streets and Jomhuri Boulevard). Int J Health Syst Disaster Manage 2016;4:25-30

How to cite this URL:
Ravari ZN, Ghazi I, Kahani MM. Study the vulnerability and blocking of streets after earthquake (case study: Kerman Shariati and Shahid Beheshti Streets and Jomhuri Boulevard). Int J Health Syst Disaster Manage [serial online] 2016 [cited 2024 Mar 29];4:25-30. Available from: https://www.ijhsdm.org/text.asp?2016/4/1/25/175673




  Introduction Top


Iran is a disaster-prone country, and it can be considered as one of the most vulnerable countries for disaster in the world. Almost, 31 cases of 40 natural disasters occur in our country. In general, Iran is among 10 disaster-prone countries of the world, and 90% of population is exposed to risks of earthquakes and floods.[1] Therefore, earthquake risk has a special place among natural disasters. Since, earthquake creates major problems for community through damaging municipal infrastructures.

One of the most important factors in reducing earthquake damages is the preparation of community in order to deal with earthquake phenomenon. There are several aspects in order to deal with earthquakes but one of those aspects has been considered in our country, and it is resisting buildings against earthquake. Reduced vulnerability of city against earthquake will not be possible through structural measures for various reasons, and it will be realized when city safety against earthquake risks becomes as a fundamental objective of physical planning at all levels.[2]

Urban transportation network has a critical role in city's vulnerability to earthquakes. Therefore, community networks must be designed according to facilities such as bridges so that they have resistance against earthquakes. Thus, if the urban transportation network is not damaged after an earthquake and maintains its efficiency, earthquake losses will be greatly reduced. Since, on the one hand, it will be possible to avoid dangerous situations and access to secure areas and, on the other hand, passage of relief vehicles will take place easily which plays an important role in reducing earthquake losses.[3] Several factors such as inappropriate land use, inappropriate design, and construction of buildings and urban infrastructures have increased human settlements risk.[4] Urban transportation network plays a crucial role in the success of crisis management operations after an earthquake, especially in big cities. The past experiences of the earthquake have shown that networks can be vulnerable to extremely large earthquakes.[5] Destruction of buildings during an earthquake can disrupt public transportation network. Hence, the presence of healthy transportation network within the city during the earthquake can provide timely and accurate relief.

Kerman Shariati and Shahid Beheshti Streets and Jomhuri Boulevard are main streets of city and all streets lead to these streets; they are selected as a research area. These passages in normal times have a few problems, especially during peak hours of travel within the city and will certainly have a critical condition after the occurrence of a major earthquake. Traffic has been increasing in recent years in Kerman, since, sometimes these streets are blocked and passage of vehicles becomes difficult, that is, due to increased intercity trips, increased vehicles in city and lack of progress in the development of urban structures. The effect of the earthquake on transportation networks includes structural damage, reduced lane width due to debris falling and damage to vehicles, and disabling them. Accordingly, it is necessary to assess the seismic vulnerability of seismic cities and understand the city's transportation network in critical conditions after the earthquake for civil crisis management groups' activities and operations. Therefore, in this study, we explain and assess the structural damage factor based on earthquake scenario with the size of 3.6 Richter, and then we assess the damage of these passages (Shariati and Shahi Beheshti Streets and Jomhuri Boulevard) after the earthquake and finally, we estimate the existing road network performance percent.

Zolfaghari and Korke Abadi (2013) in a study entitled “Intelligent Routing by relief groups using game theory algorithms (Case study: Semnan)” examined routing algorithms operation including genetic and ant colony and city development and conducted a study in order to optimize the routing by game theory algorithms in arc geographical information system (ArcGIS, Esri company) software. The results showed that the lack of common spatial database among relief organizations leads to impossibility of services in shortest time and if the spatial database is generated and using it, achieving the optimal route by ArcGIS and using game theory algorithm must be shorter compared to other algorithms due to the small size of Semnan city. This time was calculated or genetic theory, Clooney and games as 0.27, 0.23 and 0.19 ms, respectively.[6]

Pei-Fen et al.(2013) in a study entitled “using GIS in order to organize effectively police patrol routes through grouping the locations based on accidents and crime information” examined the police patrolling ways based on organized locations and patrolling patterns without a focus on hotspots. Data for this study were obtained from Texas Police Department, and accident and crime information is related to period between January 2005 and September 2010. The results show that we can potentially reduce the time that police reaches area using DDACTS principles.[7]

Theoretical definitions

Earthquake

An earthquake is the sudden release of excess energy from the earth's crust in the event of disturbances and in very short time.[8] In fact, the earthquake occurs due to the sudden release of energy accumulated in rocks of earth's crust.[9]

Route

The route is made between two categories of buildings next to it and is seen more in cities and also the way that is made between two pieces of the desert is route.[5]

Route blocking factors

The factors that lead to the closure of route and reduce or eliminate its performance.[10]

Route performance

The performance that a route has in crisis time.[10]

Appropriate route

A route that is not blocked and has the best performance in terms of time, distance, and performance.[10]

Geographic information system

GIS is data collection technology and methods of using them in order to gather, store, and finally describe the conditions having descriptive information as map and graph.[11]

Theoretical foundations of research

The earthquake effects on transportation network

The earthquake is one of the natural activities of earth that its occurrence in human societies has become a major event and destroys many of building structures due to the failure of human science and creates many costs. One of these structures is transportation network that its healthy position after the earthquake will play an important role in helping.

Experiences after the earthquake have shown that bridges, tunnels, and walls have not been hurt due to good structural design; otherwise, they can block seriously the routes after the earthquake. The fundamental problem is rocks falling or unstable trench walls in the area of the earthquake. Hence, very large pieces of stones move on a hillside overlooking the road, and a host of rock and soil is accumulated on the route. Road is closed at various points and relief through roads becomes virtually impossible for a long time.[12] Therefore, the minimum vulnerability of transportation network after the earthquake will have a very important role in improving and speeding up aid to victims and can reduce the life and property loss.

Transportation system is very important in crisis time because its malfunctions (aerial, land, and marine) create serious problems for the rescue operation.[13] Crisis factors resulted from earthquake for urban transportation network can be categorized as follows:

  • Damage to bridges as well as partial or complete closure of routes
  • Unstable slopes overlooking the transportation network
  • Collapse of tall buildings near the main communication network
  • Damage to networks of water, gas, and sewage that threatens not only streets and highways, but also the subway tunnels
  • Falling electricity and telecommunication towers that block the routes as well as increases the risk of fire
  • Traffic.


The earthquakes effects on routes

The earthquake may damage a route at different levels including small cracks on route cover until the complete failure. Strong earthquake damages very seriously the route structure [Figure 1].
Figure 1: Severe damage on route due to earthquake

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Earthquake damages can be easily seen in large longitudinal cracks and fissures in street blocks as [Figure 1]. The width of cracks can be classified from very few inches to a foot that is due to underlying layers and road soil settlement that is not strong enough. The location is close to natural terrain; therefore, underlying layers slide to right (toward the natural terrain) in an earthquake and when the ground is vibrating. Moreover, it can be seen in the figure that concrete nailing close to each other is broken due to the downward settlement of underlying layers. In [Figure 1], route losses and cracks on route surface have not played a role in its performance and vehicles are still able to move on it. However, when a part of the structure is dismantled, parts of the road are completely broken in practice and failure and need basic repair or reconstruction.[2]


  Subjects and Methods Top


This study method is descriptive – analytic based on methodology and nature. Because it describes the features and characteristics of status as well as describes and explains the reasons for problem and its dimensions; this study is applied based on aim because it is used in order to improve welfare, promote human life and meet.

In this study, firstly, streets are entered using (GPS) system and information needed for analysis are identified in geographic information systems and then entered; maps were prepared and edited in different layers in ArcGIS environment, in the next step, maps are entered into ArcMap environment and descriptive data are entered into database and are attributed to complications; accordingly, geographic information systems' database is stored as multiple layers of information in GIS database. When the database is completed, spatial and nonspatial information are combined, and data analysis is done in ArcGIS environment and data are analyzed using functions and GIS tools.

Findings

At this stage of research, we test the model of Kerman. Therefore, GIS maps are used with a scale of 1:2000 and GIS information layers (GIS) are used for extracted layers. Information such as layers of main and secondary roads, homogeneous units layer, as well as descriptive information on building features such as building height, type of materials used in building and the effect of timber corbel and buildings area in homogenous units, total area of homogeneous units, and the number of buildings per homogeneous unit are extracted from above layers. Selection criterion of homogenous units is homogeneous unit being surrounded between main and secondary streets. Given this segmentation criteria, GIS maps of Shariati, Shahid Beheshti Streets, and Jomhuri Boulevard is divided into 32 homogeneous units, and the data are described in detail in passages calculation section as well as the amount of longitudinal and transverse blocking can be seen in the roadmap.

The data on number of structures apt to destroy in a homogeneous unit and the total number of buildings in this homogeneous unit can be used in order to calculate Ac plan area that is generated by collapsed buildings debris:

Ac = (Ncb/Nb) × Ab(1)

Ncb: The number of collapsed buildings in a homogeneous unit.

Nb: The total number of buildings within homogeneous unit.

Ab: Total area of building within homogeneous unit.

The calculation of “mass destruction through area” is the ratio between damaged area and total area of homogenous unit:

P(A) = Ac/A unit(2)

A unit: Homogeneous unit area.

P(A): The mass destruction through area.

”Longitudinal destruction density” of a certain homogeneous unit can be calculated through “destruction density through area:”

P(L) = k√P(A)(3)

P(L): Destruction longitudinal density is collapsed buildings density per length unit.

K: Is a factor that examines the relative comparison between buildings density on the route and building density within a homogeneous unit.

The distance between buildings and route affect route blocking. More distance will lead to less blocking of route. This blocking depends on the distance between buildings on either side of route.

DB: Is provided for acceptable and transit width for scenario after the earthquake as far as the vehicles may be permitted to travel on sidewalks.

DB = g × WR(4)

g: Depends on the distance between the middle line of streets and nearby buildings (sidewalks and ditches in Kerman).

WR: Indicates the lane width.

Another important factor is related to the height of buildings around route. The mean number of floors around route is calculated from the following equation:

Height = 0.01 × total (percent of buildings in terms of materials × number of floors in building).

The angle between the front wall and a line that is connected from the top front wall to the farthest point of loss (debris) is estimated to be 20° [Figure 2].
Figure 2: Estimates of loss forms

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In this case, the height of building is the mean high. The debris width W(D) is calculated as follows:

W(D) = H(E) × Tan 20(5)

Route blocking evaluation determines the route occupation quantity by debris that is based on construction type, the distance between buildings and road, and shows a transverse blocking; final width of debris W(FD) is a function of M, C, and W(D) that is calculated as follows:

W(FD) = W(D) × M × C(6)

In the evaluation of route blockage by debris, (C) factor is offered that is based on a percentage of buildings having timber corbel. If this factor is between 0% and 30%, C will be 1.1, and if it is higher, C will be equal to 1.5.

M is considered for materials intended to be used in homogeneous unit buildings. M for buildings with the concrete skeleton is 1.3 and for other types of materials is 1.1.

There is a ratio between debris width on one side of road and usable width of road D(B) that is used in evaluation of transverse blocking by debris on a piece of road; this ratio is called Docc and is as follows:

Docc = W(FD)/(DB/2)(7)

The following classification is used in order to estimate the width of road blockage by debris:

  • Low debris blocking (L): Docc <0.20
  • Middle debris blocking (M): 0.20 <Docc <0.50
  • High debris blocking (H): Docc >5.50.


The magnitude of route blockage by debris can be classified as below based on amount of longitudinal debris density P (L), that are shown in table below:

  • Longitudinal density of debris in lower part (L):P(L) <0.30
  • Longitudinal density of debris in middle part (M): 0.30 <P(L) <0.50
  • Longitudinal density of debris in higher part (H):P(L) <0.50.



  Results Top


The longitudinal and transverse blockage of Shariati Street [Figure 3], [Figure 4] and [Table 1].
Figure 3: The longitudinal blockage of Shariati Street

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Figure 4: The transverse blockage of Shariati Street

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Table 1: The longitudinal and transverse blockage of Shariati Street

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The longitudinal and transverse blockage of Shahid Beheshti Street [Figure 5],[Figure 6] and [Table 2].
Figure 5: The longitudinal blockage of Shahid Beheshti Street

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Figure 6: The transverse blockage of Shahid Beheshti Street

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Table 2: The longitudinal and transverse blockage of Shahid Beheshti Street

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The longitudinal and transverse blockage of Jomhuri Boulevard [Figure 7],[Figure 8] and [Table 3]
Figure 7: The longitudinal blockage of Jomhuri Boulevard

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Figure 8: The transverse blockage of Jomhuri Boulevard

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Table 3: The longitudinal and transverse blockage of Jomhuri Boulevard

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  Discussion Top


Communication networks and transportation routes are key lines of communities, especially they are crucial after earthquake in terms of access, they have a significant effect on performance of aid because reducing the transportation time and rapid evacuation of injured and healthy people after an earthquake play an important role in reducing the loss of people life who are affected by incident. In this study, we offered a model in order to evaluate the damage and vulnerability of Kerman Shariati and Shahid Beheshti Streets and Jomhuri Boulevard. These roads are the routes where all streets are led and traffic and transportation is high. Methodology of this study is based on descriptive nature and method, and it is an applied study in terms of aim. GIS maps of Kerman have been used in order to get the right directions. The results show that:

  1. The longitudinal blockage of Shariati Street is high that lead to problems in relief. The traverse blockage of Shariati Street is middle
  2. The longitudinal blockage of Shahid Beheshti Street is low except homogeneous units of 5 and 9 whose blockage is high. The traverse blockage of Shahid Beheshti Street is low
  3. Jomhuri Boulevard of Kerman has low longitudinal and transverse blockage due to the increased width of streets and sidewalks in times of crisis.


Financial support and sponsorship

Nil.

Conflicts of interest

There are no conflicts of interest.

 
  References Top

1.
Khankeh H, Muhammadi H, Ahmadi F, Madah SB, Ranjbar M, Kodai M. Management of health services in the event of natural disasters. J Rehabil 2006;7:2-3.  Back to cited text no. 1
    
2.
Mazrui Ghamsarii J. Determining Appropriate and Accessible Routes After Earthquake Using GIS for Disaster Management in Kashan, MA Thesis, Kerman Shahid Bahonar University; 2011.  Back to cited text no. 2
    
3.
Safari A, Shokuhi A, Aslanian Y. Coexist with Earthquakes, Effects of Urban Planning on Crisis Management in Reducing Earthquake Damages, MA Thesis, Islamic Azad University of Zanjan; 2007.  Back to cited text no. 3
    
4.
Zebardast E, Mohammadi A. Locating relief centers (in earthquakes) using GIS and multi criteria evaluation method of AHP. Journal of Picturesque Arts 2005;2:5-16.  Back to cited text no. 4
    
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Hosseini M. To Which Extent Tehran Transportation Network is Ready for Earthquake? Proceedings of Earthquake Engineering, Vital Arteries, Needs and Approaches, the First National Conference on Earthquake Engineering; 2004.  Back to cited text no. 5
    
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Zolfaghari A, Korke Abadi Z. Intelligent routing for aid groups using game theory algorithms (Case study: Semnan). J Transp Eng 2013;5:1-6  Back to cited text no. 6
    
7.
Kou PF, Lord D, Walden D. Using Geographical Information System to Organize Police Patrol Routes Effectively by Grouping Hotspots of Crash and Crime Data, Submitted to the Third International Conference on Road Safety and Simulation, Indianapolis, USA; 2013.  Back to cited text no. 7
    
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Gibson G. An Introduction to Seismology. Disaster Prevention and Management. Vol. 6. MBC University. Press: Emerald Group Lim; 2002. p. 356.  Back to cited text no. 8
    
9.
Erdic M, Rashidor T, Safat E, Turduku Lov E. Assessment of Seismic Risk in Tashkent, Uzbekistan and Bishkek, Soil Dynamic and Earthquake Engineering. 11th International Conference on Soil Dynamics and Earthquake Engineering (ICSDEE); 2005. p. 25.  Back to cited text no. 9
    
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Thanh T. Road Vulnerability Assessment for Earthquakes, A Case Study of Nepal. International Institute for GEO-information Science and Earth Observation Enschede, The Netherlands; 2004.  Back to cited text no. 10
    
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Hall JP. Development of an implementation plan for a geographic information system: Case of Lincoln County. Int J Inf Manage 2004;24:267-75.  Back to cited text no. 11
    
12.
Hooshmandzadeh M, Rahimi I. New Achievements in Study of Earthquake Effects on Transportation Networks, Fourteenth Conference on Civil Engineering Students across the Country; 2008.  Back to cited text no. 12
    
13.
Poormohammad B. Coexist with Earthquakes. 1st ed. Tehran: Mabnaye Kherad Publication; 2010.  Back to cited text no. 13
    


    Figures

  [Figure 1], [Figure 2], [Figure 3], [Figure 4], [Figure 5], [Figure 6], [Figure 7], [Figure 8]
 
 
    Tables

  [Table 1], [Table 2], [Table 3]


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