Abstract
Despite the very important role of primary arteries and transportation network in providing relief for regions affected by an earthquake and black spots, they have received less attention. Therefore, in the current study, at first, the status quo of the traffic black spots and safe regions was identified to predict the movement direction, evacuation of residents from their habitat and temporary residence using the region zoning. The trips were assigned to the network based on the trip distribution matrix and their relevant travel times both related to the crisis state. The results indicated that out of 94 traffic regions, located in the area under investigation, 7 regions were put in the very low risk or safe regions group and 10 traffic regions were put in a very high-risk group. Additionally, the results indicated that out of 794 links, located in the area under investigation, about 32 links will have a very undesirable status following an earthquake.
Highlights
The occurrence of severe earthquakes, especially in large cities, can lead to widespread human loss
Based on results of the proposed criteria, it is predicted that after the earthquake, the traffic area No 75 of the Isfahan Municipality is at risk of being in a very low risk and has higher safety than other traffic areas
The traffic area No 23 does not have a good status and after earthquakes, there would be a lot of damages
Summary
The occurrence of severe earthquakes, especially in large cities, can lead to widespread human loss. It seems to be more appropriate to use a combination of both methods and this innovative approach was adopted in this study Both network zoning maps and the traffic flow on the road network, obtained from a trip assignment processes, based on the links travel times in crisis situations, have been adopted in this study. The performance of the street network of the city of Isfahan has been investigated against a hypothetical earthquake This street network comprises all the major and minor arterial streets and a number of local access streets in general, the network conditions were considered as close as possible to reality to produce reliable results. Regarding the innovation of this study, it can be said that so far no similar study has been carried out for Isfahan and no TransCad software has been used in previous studies
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