地震条件下公路网关键路段识别(英文)
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摘要
定义关键路段为路网中运输量大但易遭破坏的路段,也是需要重点改善的路段.以单个路段破坏导致路网总出行时间的增加量为路段重要度指标,反映该路段对网络的贡献.将路段按照结构特征和环境条件分段,以路段遭受破坏且不能在规定时间内修复的概率为路段不可靠度.定义路段关键度为总出行时间增加量的期望值(路段重要度与可靠度乘积),其综合反映了路段在人员紧急疏散和救援条件下的重要程度和提供持续服务的可靠性.通过所有路段的关键度排序识别公路网中的关键路段.以汶川地震区公路网为例,计算各路段重要度、可靠度和关键度指标,以GIS地图描述其分布.算例结果与实际情况相符,表明关键路段识别方法有效,有助于地震后人员疏散和救灾方案规划.
Critical links are defined as easily damaged links with massive transport in highway networks,which also need intensive improvement.The total travel time increment caused by a link’s failure reflects its importance and is taken as the measure of importance.Links are subdivided into segments according to their structure features and environments.Each segment’s unreliability is the probability of its function failure that cannot be recovered within an expected time.The measure of criticality is defined as the expected total travel time increment and can be obtained from the product of importance and reliability.It reflects a links’ importance and ability to provide continuous service for evacuation and rescues under earthquake situation.Critical links can then be identified from the sequence of their criticality.These measures are calculated in the highway network of earthquake-hit areas in Wenchuan.Results collected in geographic information system (GIS) visualization are consistent with the situation revealed in this earthquake,which indicates that the presented method can be used to identify critical links in advance and give guidance regarding refugee evacuation and facility protection from earthquakes.
Critical links are defined as easily damaged links with massive transport in highway networks,which also need intensive improvement.The total travel time increment caused by a link’s failure reflects its importance and is taken as the measure of importance.Links are subdivided into segments according to their structure features and environments.Each segment’s unreliability is the probability of its function failure that cannot be recovered within an expected time.The measure of criticality is defined as the expected total travel time increment and can be obtained from the product of importance and reliability.It reflects a links’ importance and ability to provide continuous service for evacuation and rescues under earthquake situation.Critical links can then be identified from the sequence of their criticality.These measures are calculated in the highway network of earthquake-hit areas in Wenchuan.Results collected in geographic information system (GIS) visualization are consistent with the situation revealed in this earthquake,which indicates that the presented method can be used to identify critical links in advance and give guidance regarding refugee evacuation and facility protection from earthquakes.
引文
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[3] Asakura Y,Kashiwadani M.Road network reliability caused by daily fluctuation of traffic flow[C]//Proceedings of the 19th PTRC Summer Annual Meeting.Brighton,Britain,1991: 73-84.
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[5] Chen A,Yang H,Lo H K,et al.Capacity reliability of a road network:an assessment methodology and numerical results [J].Transportation Research Part B,2002,36(33):225- 252.
[6] Berdica K.An introduction to road vulnerability:what has been done,is done and should be done [J].Transport Poli- cy,2002,9(2):117-127.
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[8] Stevenson P.An empirical method for the evaluation of rela- tive landslip risk [J].Bulletin of Engineering Geology and the Environment,1977,16(1):69-72.
[9] Adachi T,Ellingwood B R.Serviceability of earthquake-dam- aged water systems: effects of electrical power availability and power backup systems on system vulnerability [J].Reli- ability Engineering and System Safety,2008,93(1):78-88.
[10] Galli M,Guzzetti F.Landslide vulnerability criteria:a case study from Umbria,central Italy [J].Environmental Manage- ment,2007,40(4):649-665.
[11] Hodgetts S J,O Kelly B C,Raybould M J.Stabilisation of the Stanton Lees landslip using an embedded pile retaining wall [J].Geotechnical and Geological Engineering,2007,25 (6):705-715.
[2] Iida Y,Wakayabashi H.An approximation method of termi- nal reliability of network using partial path and cut set [C]//Proceedings of the5th WCTR.Yokohama,Japan,1989:367 -380.
[3] Asakura Y,Kashiwadani M.Road network reliability caused by daily fluctuation of traffic flow[C]//Proceedings of the 19th PTRC Summer Annual Meeting.Brighton,Britain,1991: 73-84.
[4] Chen A,Yang H,Lo H K,et al.A capacity related reliability for transportation networks [J].Journal of Advanced Trans- portation,1999,33(2):183-200.
[5] Chen A,Yang H,Lo H K,et al.Capacity reliability of a road network:an assessment methodology and numerical results [J].Transportation Research Part B,2002,36(33):225- 252.
[6] Berdica K.An introduction to road vulnerability:what has been done,is done and should be done [J].Transport Poli- cy,2002,9(2):117-127.
[7] Jenelius E,Petersen T,Mattsson L G.Importance and expo- sure in road network vulnerability analysis [J].Transporta- tion Research Part A,2006,40(7):537-560.
[8] Stevenson P.An empirical method for the evaluation of rela- tive landslip risk [J].Bulletin of Engineering Geology and the Environment,1977,16(1):69-72.
[9] Adachi T,Ellingwood B R.Serviceability of earthquake-dam- aged water systems: effects of electrical power availability and power backup systems on system vulnerability [J].Reli- ability Engineering and System Safety,2008,93(1):78-88.
[10] Galli M,Guzzetti F.Landslide vulnerability criteria:a case study from Umbria,central Italy [J].Environmental Manage- ment,2007,40(4):649-665.
[11] Hodgetts S J,O Kelly B C,Raybould M J.Stabilisation of the Stanton Lees landslip using an embedded pile retaining wall [J].Geotechnical and Geological Engineering,2007,25 (6):705-715.
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