The Kaikoura earthquake in November 2016 highlighted the vulnerability of New Zealand’s rural communities to locally-specific hazard events, which generate regional and national scale impacts. Kaikoura was isolated with significant damage to both the east coast road (SH1) and rail corridor, and the Inland Road (Route 70). Sea bed uplift along the coast was significant – affecting marine resources and ocean access for marine operators engaged in tourism and harvesting, and recreational users. While communities closest to the earthquake epicentre (e.g., Kaikoura, Waiau, Rotherham and Cheviot) suffered the most immediate earthquake damage, the damage to the transport network, and the establishment of an alternative transport route between Christchurch and Picton, has significantly impacted on more distant communities (e.g., Murchison, St Arnaud and Blenheim). There was also considerable damage to vineyard infrastructure across the Marlborough region and damage to buildings and infrastructure in rural settlements in Southern Marlborough (e.g., Ward and Seddon).
We present preliminary observations on three waters impacts from the Mw7.8 14th November 2016 Kaikōura Earthquake on wider metropolitan Wellington, urban and rural Marlborough, and in Kaikōura township. Three waters systems in these areas experienced widespread and significant transient ground deformation in response to seismic shaking, with localised permanent ground deformation via liquefaction and lateral spreading. In Wellington, potable water quality was impacted temporarily by increased turbidity, and significant water losses occurred due to damaged pipes at the port. The Seaview and Porirua wastewater treatment plants sustained damage to clarifier tanks from water seiching, and increased water infiltration to the wastewater system occurred. Most failure modes in urban Marlborough were similar to the 2010-2011 Canterbury Earthquake Sequence; however some rural water tanks experienced rotational and translational movements, highlighting importance of flexible pipe connections. In Kaikōura, damage to reservoirs and pipes led to loss of water supply and compromised firefighting capability. Wastewater damage led to environmental contamination, and necessitated restrictions on greywater entry into the system to minimise flows. Damage to these systems necessitated the importation of tankered and bottled water, boil water notices and chlorination of the system, and importation of portaloos and chemical toilets. Stormwater infrastructure such as road drainage channels was also damaged, which could compromise condition of underlying road materials. Good operational asset management practices (current and accurate information, renewals, appreciation of criticality, good system knowledge and practical contingency plans) helped improve system resilience, and having robust emergency management centres and accurate Geographic Information System data allowed effective response coordination. Minimal damage to the wider built environment facilitated system inspections. Note Future research will include detailed geospatial assessments of seismic demand on these systems and attendant modes of failure, levels of service restoration, and collaborative development of resilience measures.
At 00:02 on 14th November 2016, a Mw 7.8 earthquake occurred in and offshore of the northeast of the South Island of New Zealand. Fault rupture, ground shaking, liquefaction, and co-seismic landslides caused severe damage to distributed infrastructure, and particularly transportation networks; large segments of the country’s main highway, State Highway 1 (SH1), and the Main North Line (MNL) railway line, were damaged between Picton and Christchurch. The damage caused direct local impacts, including isolation of communities, and wider regional impacts, including disruption of supply chains. Adaptive measures have ensured immediate continued regional transport of goods and people. Air and sea transport increased quickly, both for emergency response and to ensure routine transport of goods. Road diversions have also allowed critical connections to remain operable. This effective response to regional transport challenges allowed Civil Defence Emergency Management to quickly prioritise access to isolated settlements, all of which had road access 23 days after the earthquake. However, 100 days after the earthquake, critical segments of SH1 and the MNL remain closed and their ongoing repairs are a serious national strategic, as well as local, concern. This paper presents the impacts on South Island transport infrastructure, and subsequent management through the emergency response and early recovery phases, during the first 100 days following the initial earthquake, and highlights lessons for transportation system resilience.
At 00:02 on 14th November 2016, a Mw 7.8 earthquake occurred in and offshore of the northeast of the South Island of New Zealand. Fault rupture, ground shaking, liquefaction, and co-seismic landslides caused severe damage to distributed infrastructure, and particularly transportation networks; large segments of the country’s main highway, State Highway 1 (SH1), and the Main North Line (MNL) railway line, were damaged between Picton and Christchurch. The damage caused direct local impacts, including isolation of communities, and wider regional impacts, including disruption of supply chains. Adaptive measures have ensured immediate continued regional transport of goods and people. Air and sea transport increased quickly, both for emergency response and to ensure routine transport of goods. Road diversions have also allowed critical connections to remain operable. This effective response to regional transport challenges allowed Civil Defence Emergency Management to quickly prioritise access to isolated settlements, all of which had road access 23 days after the earthquake. However, 100 days after the earthquake, critical segments of SH1 and the MNL remain closed and their ongoing repairs are a serious national strategic, as well as local, concern. This paper presents the impacts on South Island transport infrastructure, and subsequent management through the emergency response and early recovery phases, during the first 100 days following the initial earthquake, and highlights lessons for transportation system resilience.
Tens of thousands of landslides were generated over 10, 000 km2 of North Canterbury and Marlborough as a consequence of the 14 November 2016, MW7.8 Kaikōura Earthquake. The most intense landslide damage was concentrated in 3500 km2 around the areas of fault rupture. Given the sparsely populated area affected by landslides, only a few homes were impacted and there were no recorded deaths due to landslides. Landslides caused major disruption with all road and rail links with Kaikōura being severed. The landslides affecting State Highway 1 (the main road link in the South Island of New Zealand) and the South Island main trunk railway extended from Ward in Marlborough all the way to the south of Oaro in North Canterbury. The majority of landslides occurred in two geological and geotechnically distinct materials reflective of the dominant rock types in the affected area. In the Neogene sedimentary rocks (sandstones, limestones and siltstones) of the Hurunui District, North Canterbury and around Cape Campbell in Marlborough, first-time and reactivated rock-slides and rock-block slides were the dominant landslide type. These rocks also tend to have rock material strength values in the range of 5-20 MPa. In the Torlesse 'basement' rocks (greywacke sandstones and argillite) of the Kaikōura Ranges, first-time rock and debris avalanches were the dominant landslide type. These rocks tend to have material strength values in the range of 20-50 MPa. A feature of this earthquake is the large number (more than 200) of valley blocking landslides it generated. This was partly due to the steep and confined slopes in the area and the widely distributed strong ground shaking. The largest landslide dam has an approximate volume of 12(±2) M m3 and the debris from this travelled about 2.7 km2 downslope where it formed a dam blocking the Hapuku River. The long-term stability of cracked slopes and landslide dams from future strong earthquakes and large rainstorms are an ongoing concern to central and local government agencies responsible for rebuilding homes and infrastructure. A particular concern is the potential for debris floods to affect downstream assets and infrastructure should some of the landslide dams breach catastrophically. At least twenty-one faults ruptured to the ground surface or sea floor, with these surface ruptures extending from the Emu Plain in North Canterbury to offshore of Cape Campbell in Marlborough. The mapped landslide distribution reflects the complexity of the earthquake rupture. Landslides are distributed across a broad area of intense ground shaking reflective of the elongate area affected by fault rupture, and are not clustered around the earthquake epicentre. The largest landslides triggered by the earthquake are located either on or adjacent to faults that ruptured to the ground surface. Surface faults may provide a plane of weakness or hydrological discontinuity and adversely oriented surface faults may be indicative of the location of future large landslides. Their location appears to have a strong structural geological control. Initial results from our landslide investigations suggest predictive models relying only on ground-shaking estimates underestimate the number and size of the largest landslides that occurred.
