Silviase/jgov_v1.4_full_ann huggingface dataset:
## i) Roads

Securing road access to the affected areas was urgently needed in order to ensure emergency routes for transportation and logistics as soon as possible. In order to strategically promote early restoration of road and highway networks, MLIT developed the "Comb Teeth" operation to get access to Sanriku coastal areas where the tsunami-damaged towns were scattered. MLIT secured vertical lines, the Tohoku Expressway, and National Route 45 the day after the earthquake, and 15 horizontal routes to coastal areas including Sanriku on March 15. The development then progressed to temporary restoration of National Routes 6 and 45 in the coastal area. Consequently, 97 percent of roads were reopened by March 18, a week after the earthquake.

On April 10, a month after the earthquake, MLIT completed emergency restoration of most of National Roads 6 and 45 (the exception was the off-limit section due to the TEPCO Fukushima Daiichi nuclear power plant accident), and resolved a wide area of bypass except for two sections where long bridges were damaged. MLIT even completed emergency restoration of National Road 6 within the nuclear accident off-limit area by May 8.

MLIT also carried out damage investigation and offered advice on restoration of local roads, including municipality roads, at the request of local governments.

## 58 : Operation "Comb" for Road Openings

■ "Comb-shaped route" was planned on Mar. 11 to go into the coastal areas where massive damage by a tsunami was expected.

Step 1: Secured vertical lines on Tohokudo and Route 4.

Road opening from Route 4 via each horizontal route to Route45 and 6

Step 2: Secured horizontal lines leading from Tohokudo and Route 4 to the Pacific Coast areas.

-> 3/12 Secured 11 east-west routes.

-> 3/14 Secured 14 routes.

-> 3/15 Secured 15 routes. (3/16 All vehicles could pass.)

Step 3: -> 3/18 97% completed on Route 45 and 6 along the Pacific Coast.

Source: MLIT

## 59 : Temporary Reconstruction of Roads (Route 45, Nijyuichihama in Kesennuma City, Miyagi)

Road reopened on Apr. 4

Source: MLIT
Changes to road traffic in eastern Japan before and after the earthquake show that while the Tohoku Expressway and the Joban Expressway on the Pacific coast side decreased their traffic by 80 percent after the earthquake due to the limited road network functions between the Tohoku and Kanto regions, the Hokuriku Expressway, Kanetsu Expressway, and national roads on the side of the Japan Sea increased their traffic volumes. The result means that routes on the Japan Sea side played an alternative role for those on the Pacific side.

60: Road Traffic Before and After the Great East Japan Earthquake

Source: MLIT

61: Expressway Recovery

Note: “Public Use” means the sections of expressways on which all vehicles, including small cars, can drive. It includes the case when only either direction can be passed.
To support the afflicted and the general recovery and restoration, the expressways were opened free of charge started June 20 for the afflicted and evacuees, and trucks and buses (larger than medium size) departing from and arriving at the Tohoku region (including the Mito area of the Joban Expressway).

## ii) Railways

Shinkansen lines had been reconstructed since the earthquake on March 11; full operation resumed for the Akita Shinkansen (Morioka–Akita) on March 18 and for the Yamagata Shinkansen (Fukushima–Shinjo) on March 31. The operation between Tokyo and Nasu-Shiobara on the Tohoku Shinkansen was also resumed on March 15. Though the aftershock on April 7 caused suspension of every Shinkansen line, all lines had resumed their full operations by April 29.

As for local railways, the Tohoku line fully resumed its operation by April 21 and the Joban line was restarted by May 14 (with the exception of the section between Hisanohama and Watari, which is within the caution zone of the TEPCO Fukushima Daiichi Nuclear Power Station).

However, many sections of the East Japan Railway and the Sanriku Railway running along the coast have not been able to resume operations yet. Discussion and consultation have been conducted for restoration, in coordination with city planning of the damaged areas.
Source: MLIT

## Column - Struggles of an Affected Local Railway

The Sanriku Railway runs from South to North in the Sanriku coastal area where the massive tsunami surged, and it suffered huge damages from the flooding of station buildings, bridges, and rails. Although there were no casualties amongst Sanriku Railway employees, some of them lost family members or houses.

Even during such a difficult situation, they sincerely sympathized with residents who lost homes and vehicles. Their enthusiasm to help those local people who had been supporting the company drove them to reconstruction work without sleep or rest in order to operate trains from wherever possible.

Fortunately, there was little damage to tunnels, which make up more than 60% of all the lines. So they started train operations between Kuji and Rikuchunoda on March 16, 5 days after the main shock; between Miyako and Taro on the 20th; and between Taro and Omoto on the 29 $ ^{th} $ for free as "reconstruction support trains" during March. Immediately after resuming operations, they secured safety by slowing down and so on. Those trains became important means of transportation for not only the local residents, but also for people heading for shelters in the area. Even after April, the company kept train operations between Kuji and Rikuchunoda, and between Miyako and Omoto on temporal time schedules on which fares were free for affected locals and discounted for other passengers. Sanriku Railway greatly supports the lives of residents.

【Damage on Sanriku Railway】

Provided by Sanriku Railway

iii) Ports

In order to deliver emergency supplies (including fuel) via sea routes, MLIT worked to re-open shipways and anchorages, and to recover port piers. As a result, some sections of piers became available at the Kamaishi Port and the Ibaraki Port (Hitachinaka Port) on March 15 and in all afflicted ports (an international hub port and other important ports) by March 24. The number of provisionally available piers at the afflicted ports (public piers with depths of more than 4.5m) that were restored was 199 (53% out of the total number $ ^{1} $ ) as of August 11. The number of ship arrivals in the afflicted ports has been steadily increasing.

MLIT had also secured cargo handling operation systems of port transporters at every international hub port and at important ports by March 23.

Note: An international hub port and important ports (11 ports) are marked.
.64: The Number of Ship Entrances in Affected Ports After the Great East Japan Earthquake

Note: Total of 11 ports (an international hub port and 10 important ports) were damaged. The number of ships was tallied weekly after the earthquake.

Source: MLIT

The Japan Coast Guard towed and rescued (as of August 11) 85 drifting ships inside ports which were impeding emergency supply transportation, and it also requested private salvage boats to collect drifting debris. In order to support ships' safe entry into ports, it conducted vigilance activities by patrol ships, restoration works such as the installment of temporary lights on damaged beacons, and hydrographic research by survey vessels. Furthermore, it has progressed temporary restoration by setting up large light buoys near fallen or tilted beacon equipment on breakwaters. In a step towards full restoration of disaster resilient navigation signs, it plans to promote as much as possible the shifting of beacons' power sources to solar batteries and of light sources to LED (Light Emitting Diode).

## iv) Airports

Yamagata, Hanamaki, and Fukushima Airports restarted operation on the day of the disaster to secure air lines. Twenty-four-hour operations were resumed in Yamagata Airport on March 12 and in Hanamaki and Fukushima Airports on March 13 to respond to the increase of rescue airplanes. Also, in order to promote smooth rescue activities, application procedures needed for a drop of emergency supply from an airplane were allowed more flexibility. Meanwhile, airplanes other than rescue aircrafts were strictly requested to stop flights at the altitude of less than 1,500ft.

Although Sendai Airport suffered great inundation damage caused by the huge tsunami, it escaped serious damages because of the countermeasures which had been conducted for preventing liquefaction on runways and other facilities. Early restoration works were therefore progressed to secure runways for rescue aircrafts. Water drainage operation was carried out by TEC-FORCE on nearby roads accessing the airport. On March 15, helicopters for rescue and emergency supply started using the airport. The next day (March 16) a runway of 1,500 meters long was reopened for rescue airplanes including those of the Self-Defense Force. Runways of 3,000 meters long have been in use (even at night) since March 29. While the use of damaged terminal buildings was limited, private airline services resumed their operations, leading to air connection to Haneda in Tokyo and other places including Osaka, via extra relief services.

It is necessary to promptly discuss emergency approaches such as countermeasures against the inundation of airport facilities and the installment of portable power generation units, in order to promote early recovery.

The badly damaged Sendai Airport Access Line resumed operation between Natori and Mitazono on July 23.
Reconstruction of the line is planned and will progress towards the re-opening of all sections of the line to Sendai Airport station by the end of September.

## 65 : Reconstruction Process of Sendai Airport

March 12

March 27

Source: MLIT
### 2. Support for the Livelihood of the Afflicted

## Transportation of Supplies via Joint Efforts of the Public and Private Sectors

A great number of the afflicted and of evacuees across widespread area did not have sufficient supplies of goods including food, water, and blankets.

The Disaster Management Basic Plan of the Japanese Government prescribes that local governments should make efforts to store supplies, such as food, water, emergency power sources, medicines, cookware, and blankets, which are necessary for the livelihoods of evacuated residents, in or around designated shelters. The plan also asks local governments to estimate damages in case of a large scale earthquake, arrange systems to store and procure necessary supplies (including food), and draw out plans for providing such supplies. Furthermore, the plan encourages local residents to store food and water needed for survival for a few days.

However, the storage of local governments was not sufficient enough, in part due to severe financial restraints.

In addition, fuel shortage brought about secondary damages in the affected areas. Fuel had not been stored in every prefecture, which shed a light on the issue of how to procure and transport fuel with an expectation that a similar disaster may happen again in the future.

66: Supply Stock in the Three Affected Prefectures: Iwate, Miyagi, and Fukushima

Note: Each value shows total stock of the prefecture and the municipalities within (as of April 1, 2010). Source: MLIT based on materials of the Fire and Disaster Management Agency and the "2010 Population Census" of the Ministry of Internal Affairs and Communications

During these circumstances, the public and private sectors fully cooperated to deliver supplies via land, seaways, and airways for the support of the livelihoods of the afflicted who suffered from lack of supplies.

MLIT asked the Japan Trucking Association for cooperation on transporting emergency supplies, at the request of the Emergency Task Force of the Japanese Government. In response, truck business operators delivered to the afflicted areas emergency supplies, including food such as bread and rice, blankets, and disposal heating packs. Through this operation, about 18.98 million meals, 4.6 million water bottles, and 460,000 blankets were transported to a total of 2,032 locations.

67: Cargo Shipment by Trucks

Source: Tokyo Trucking Association
Although operations of railway transportation were greatly disrupted, as seen in the suspension of the Tohoku Line, train operations were eventually resumed in line with rail restoration. At the same time, container trains operated along Japan Sea coast to avoid the suspended section of the Tohoku Line, and trucks were alternatively used for transportation. Container train operation was subsequently resumed in all sections of the Tohoku Line on April 21.

To respond to the undersupply of fuel in the affected areas, fuel was transported by tankers to ports on the Japan Sea coast immediately after the earthquake. As part of restoration efforts, tankers could set to call in the ports along the Pacific coast, starting with the Sendai-Shiogama Port on March 21.

In addition, oil transportation trains operated two routes, from Yokohama (Negishi station) to Morioka and to Koriyama along the Japan Sea side via roundabout railways to complement the suspension of the Tohoku Line.

## Column - Oil Train Overcame Difficulties

Due to the Great East Japan Earthquake, two-thirds of oil factories around the Tohoku and Kanto areas were urged to suspend their operations. Shipment of oil became difficult due to a damaged transportation infrastructure, which led to significant oil shortages in the affected areas. People could not be provided sufficient heating at cold shelters, and it was an urgent issue to supply fuels there. However, the Tohoku Line that usually provides oil to the Tohoku area was severely damaged and difficult to use.

Facing such conditions, JR Freight contributed by supplying fuel to locals who were affected, but it had various impediments. They decided to carry out shipment by a route on the side of the Japan Sea on March 14, 3 days after the earthquake. However, a shipment of such a long distance had not ever been implemented. In order to accomplish the plan, the company not only adjusted issues about tolerance of rails and bridges and time tables with JR East, but also overcame various problems such as crews, arrangement of tank trains, etc. Finally, on March 18, the first oil train started in Yokohama (Negishi Sta.) and traveled to Morioka.

On March 25, they started operations of oil trains from Yokohama (Negishi Sta.) to Koriyama via Niigata using the restored Banetu Nishi Line, a route which has a sharp slope that requires towing by DD51 diesel locomotive engines. Locomotives of the same type were gathered from all over Japan, and the project was finally operated.

Since then, 1,200 to 1,400kl a day (total: 36,849kl) on the Yokohama-Morioka route and 1,200kl a day (total 19,892kl) on the Yokohama-Koriyama have been transported. The total amount transported on both lines has been 56.741kl (equivalent to 2,850 tank trucks of 20kl).

DD51 diesel locomotiv

Source: MLIT
In addition, support for the affected and evacuees, such as supply transportation, was implemented by various routes and means.

MLIT conducted supply transportation of emergency food, drinking water, fuel, etc. for the affected by large dredger and oil-collecting vessels $ ^{1} $ deployed by each regional bureau. The JCG not only transported and supplied aid to evacuees by patrol boats and airplanes, but also offered bathing services for the affected.

The Navigation Training Establishment utilized its training vessels to support the affected. Ginga-maru offered medicine, light oil, cooked meals, and bathing facilities at Miyako Port from March 20 to 22. Kaio-maru provided cooked meals, bathing facilities, and accommodations at Onahama Port from March 21 to 27.

Also, maritime transport companies not only offered their ferries for transportation of personnel of the SDF, police forces, fire departments, and their vehicles, but also cooperated to carry support aids and fuel, etc. towards the affected areas. In addition, cruise ships were dispatched to the afflicted areas to provide meals and bathing facilities.

68: Cargo Shipment by Ship, and Support for Affected People

Left: Unloading of assistance supplies from "Kaisho-maru"

Center: A Japan Coast Guard helicopter distributing assistance supplies in a school field

Right: Ofunato Marine Youth welcoming a cruise ship with flag signaling

Sources: MLIT (left); JCG (center); MLIT (right)

## Securing Various Means of transportation in the Affected Areas

Since train networks were cut off, express buses played an important role to help people’s transportation.

The operational routes departing from and arriving at the Tohoku region have eventually been resumed since March 12. Approximately 11,200 vehicles in total were utilized to transport about 300,000 people in 31 routes between the capital region and the Tohoku region for 2 months after the shock.

As for express bus routes connecting Tokyo and Tohoku, some routes have been newly created, and the number of what is called "series buses" (operated with multiple vehicles) have been increased in order to handle as much passenger demand as possible. A transport capability was increased to 267%, more than what it was prior to the shock. Capacity between Tokyo and Sendai was increased to 415%, and to 467% between Tokyo and Morioka.

As for other travel routes between Tokyo and Tohoku, routes were operated between Yamagata and Sendai via Yamagata Airport; between Niigata and Sendai via the Joetsu Shinkansen; and between Nasu-Shiobara and Koriyama via the Tohoku Shinkansen. Various routes combining different transportation means were also secured.
69: Express Bus Between the Tohoku and Capital Regions (31 Lines)

## Column – Free provision of Buses and Taxis to Affected Areas

Due to the tsunami caused by the Great East Japan Earthquake, many buses and taxis were flooded or damaged in the affected areas. Responding to the Nihon Bus Association and the Japan Federation of Hire-Taxi Association asking help for the affected regions, bus and taxi companies cooperated over the boundaries amongst grouping companies to lend 76 buses and 132 taxis to secure transportation in the affected area.

Ryobi Holdings in Okayama had lost 50 of its buses in tidal waves caused by the typhoon in 2004. It was aware from its own painful experience that there were many bus corporations who had lost vehicles. So it approached group companies through the Tohoku Bus Association, and appealed to them to donate 10 buses if asked.

Two companies, Shiroyama Kanko and Otuchi Chiiki Kanko, responded to the offer, and 3 tour buses were donated to them on April 28. The headquarters and many of the vehicles of the companies that received the donated buses had been damaged by the huge tsunami. The donated buses are being used as school buses, etc., and have been supporting local transportation.

Source: Ryobi Holdings
Each airport in the Tohoku region tried hard to secure transportation capability through the operation of regular and relief flights. Ten days after the shock, the number of flights operated surpassed the number of regular flights before the earthquake.

70: Leveraging the Airports in the Tohoku Region as Bases for Relief Activities and Alternative Transportation

Source: MLIT

Ferry routes connecting Hokkaido and the mainland resumed on March 23 changing the route into between Aomori and Tomakomai, from between Hachinohe and Tomakomai. The route between Sendai and Tomakomai resumed on March 25, but was limited to chassis and trucks with drivers. After that, the RORO ferry route connecting
Hitachinaka and Tomakomai was reopened on alternate days.

As for the ferries for the 9 isolated islands damaged by the tsunami (total number of residents: 5,400), the 4 routes $ ^{1} $ were forced to stop operations because about 50% of their boats were lost or damaged. However, operations were partially resumed to Ishinomaki, Tashiro-jima, and Amichi-jima on March 24. After that, limited operations were restarted for 3 routes. On July 25, the last route was finally resumed.

## Column - Ferry Support from Seto Inland Sea Region

The huge tsunami surged into Oshima in Kesennuma City, and caused a great deal of damage to the island which has the largest area and population. About 30 people out of 3,500 who lived on the island were killed or are missing, and a massive fire occurred.

Before the earthquake, 19 ferries a day had been shuttling between Oshima and Kesennuma. However, severely damaged were all the boats owned by the ferry company that was the lifeline of the island. This resulted in the island being temporarily isolated.

In order to deal with such a serious situation, a private organization acted as an intermediary so that a ferry owned by Etajima City in Hiroshima, “Dream-no-Umi” could be leased to the affected ferry company in Oshima. The ferry was put in service between Oshima and Kesennuma on April 27, and it has since been playing a big role in transporting islanders, rescue teams, and daily necessities.

Damage in Oshima

Leased "Dream-no-Umi"

Sources: MLIT (left); National Maritime Research Institute (right)

## Column - Information for Volunteers Offered on Expressway or at Station

Since the Great Hanshin-Awaji Earthquake, the concept of volunteerism has been recognized widely in Japan. After the Great Eastern Earthquake, the entry of volunteers was limited because the affected areas had great difficulties establishing acceptance systems, and also because there was a severe shortage of fuels. However, after such systems and traffic access were arranged, the number of volunteers working in the affected areas increased.

In that situation, to offer adequate and timely information about conditions in affected areas or about the latest volunteer recruiting, the “Volunteer Information Center” on the Tohoku Expressway and the “Volunteer Information Station in Sendai/Miyagi” at the JR Sendai Station were opened. Both centers were mainly managed by local volunteers for about a month since mid April, and were well used, especially during “Golden Week”(Japanese

holiday week in May).

Source: The Tohoku Expressway Volunteer Information Center