Silviase/jgov_v1.4_full_ann huggingface dataset:
F 2011	F 2012	F 2013	F2014& beyond
Apr	Jul	Oct	Jan	Apr	Jul	Oct	Jan	Apr	Jul	Oct	Jan
(2) Railways
I Passenger rails
① Recovery of existing routes (Sanikiku Railway, JR Hachinohe Line)	Early April '12 - Service resumption along the entire route of JR Hachinohe Line scheduled	Around April, '14 - Service resumption along the entire route of Sanikiku Railway scheduled
② Recovery including changes of existing routes promoted in conjunction with town reconstruction
(6 damaged lines of JR East Japan running along the coastal areas)
II. Freight rails
(3 railway operators)
(4) Timing of service resumption to be decided according to recovery statuses of shippers operating along the lines and availability of loading facilities
(3) Airports	4/13 Service of private airlines resumed
Projects related to recovery of Sendai Airport	9/25 Passenger terminal fully recovered, regularly-scheduled domestic and international flights resumed
10/1 Railway access to the Airport reopened
Full recovery of passenger terminal building
Other infrastructures (recovery of drainage, etc.) to be recovered in sages
Reconstruction measures
(4) Sea ports	Measures to improve quake resistance and tsunami resistance of the Airport to be launched
Hachinohe	Priorities given to coastal levees, courses, and basis necessary for ship entry and departure and stable loading and unloading at such facilities for key transportation as the container terminal in the Hachitaro District as well as those required for reconstruction of such industries as steel, paper, and feedstock followed by other projects in stages *Aim to complete North Embankment (Central Part) in Hachitaro Area within 2012
Kuji	Emergency recovery	Preparations for construction (survey, designing)	Priority given to facilities required for reconstruction of such industries as shipbuilding and fisheries, followed by other projects in stages
Miyako	Preparations for construction (survey, designing)	Priority given to facilities required for reconstruction of such industries as wood processing and fisheries, followed by other projects in stages
Kamaishi	Preparations for construction (survey, designing, etc.)	Priority given to facilities required for reconstruction of such industries as steel and feedstock, followed by other projects in stages
Ofunato	Preparations for construction (survey, designing, etc.)	Priority given to facilities required for reconstruction of such industries as cement, followed by other projects in stages
Ishimomaki	Emergency recovery	Preparations for construction (survey, designing)	Priority given to facilities required for reconstruction of such industries as paper, feedstock, and wood processing followed by other projects in stages
Sendai-Shiogama	Emergency recovery	Preparations for construction (survey, designing)	Priority given to such facilities for key transportation as Takasago International Container Terminal as well as those required for such industrial reconstruction as export of finished automobiles, followed by other projects in stages *At Takasago International Container Terminal, North American route to be reopened for service in November 2011
## Case examples

## Approaches to recover and reconstruct infrastructures and transportation systems

1. Emergency maintenance of roads for reconstruction and those for supporting reconstruction ~ early determination of routing and startup of new projects~

The Disaster damaged and severed Route 45 running along the Pacific Coast, but since Sanriku Coastal Road, which runs side-by-side with the Route and is partially used, was built outside the tsunami-flooding zone, it was hardly damaged and played an important role after the Disaster as a detour for Route 45 and emergency transportation route.

However, it was pointed out that only approximately 40% of Sanriku Coastal Road is in service and its function as a part of the transportation network has room for improvement, and that with such networks in the Japan Sea side and those connecting the Japan Sea and the Pacific Ocean being weak, prompt delivery of cargoes needed for relief was not fully carried out. And a recommendation was made at a session of the Reconstruction Design Council that “a priority should be given to emergency upgrading of roads along the Pacific Coast and those connecting the Pacific Coast and the Tohoku Expressway”.

Following the recommendation, emergency work was initiated in July 2011 to determine routing for uncompleted sections of the Sanriku Coastal Road as a reconstruction road and the Kamaishi-Akita Line and other parts of the Tohoku Traversing Expressway as reconstruction-supporting roads, and with the cooperation of local residents, the routing was determined on August 30 - within the very short period of approximately two months. Subsequently, after the deliberation at the social project evaluation team of Road Subcommittee in Social Infrastructure Development Council, it was approved as a new project under the third supplemental budget of fiscal 2011.

The upgrading of such reconstruction roads as the Sanriku Coastal Road and reconstruction-supporting roads is promoted as a leading project for the earliest possible reconstruction of the Sanriku coastal areas.

### 2. Reconstruction of the Tohoku Shinkansen

December 4, 2011 marked the first anniversary of the start-up of extended services of the Tohoku Shinkansen from Hachinohe Station to Shin-Aomori Station within Aomori Prefecture. For this Shinkansen section, a new car type E5 “Hayabusa” with a maximum speed of 300 km was introduced on March 5, 2011, which raised expectations for attracting tourists but six days later, the Disaster occurred. Sendai Station and other facilities were damaged and the operations were suspended for more than a month. But partial operation with reduced speed was resumed on April 29 as a symbol of recovery and normal operation was resumed on September 23. The extended section between Hachinohe and Shin-Aomori
### 4. Free use of expressways in the Tohoku region

Expressways in the Tohoku region (including the Mito area of the Joban Expressway) were opened for free use from June 20, 2011 for supporting disaster victims and facilitating recovery and reconstruction.

A review was made of the areas, the types of vehicles, and other related matters for this special measure from the standpoints of support for the affected areas, promotion of local tourism, and support for disaster victims, and modified free use was continued from December 1, 2011 through March 31, 2012.

In addition, the free use is continued even after April 1, 2012 for evacuees of the nuclear power plant accident.
(Support for developing reconstruction plans for affected localities)

In terms of reconstruction plans for localities flooded by the tsunami, surveys were conducted to determine the damage situations in 62 localities in the Pacific Coast areas of mainland Japan. Out of these, MLIT personnel were dispatched to 43 localities that requested assistance where they provided technical support through conducting analyses of damage situations, urban characteristics and reconstruction patterns that satisfy local residents' wishes and views, and conducting surveys and studies on reconstruction methods to respond to them.

## (Support for town reconstruction)

The main contents of the reconstruction plans include (1) improvement of urban areas, (2) relocation to uplands from coastal areas and improvement of communities, (3) improvement of emergency transportation roads and evacuation roads, (4) improvement of rainwater drainage and water and sewage

facilities, (5) development of parks for disaster prevention and those for symbolizing reconstruction from the Disaster, (6) elevation of trunk roads, (7) development of river and sea levees, and (8) development of tide-prevention forests.

Considering reconstruction plans made by municipalities, assistance for developing infrastructures of various types that properly respond to the needs of different areas is offered. In addition, through different project models (such as projects to accelerate collective relocation for disaster prevention, those to readjust land, and emergency projects to prevent the slide and collapse of building lots, etc.), MLIT is working hard to reconstruct the urban areas damaged by the Disaster.

### Chart. 29 List of project models for town reconstruction (image)

Source: MLIT
25	20	15	10	5	0	Unit :m (t.p)

*1 At Kuji Bay, Kamaishi Bay and Ofunato Bay, measures to be combined with levees at the bay mouths

*2 Since there are no marks of damage, or such marks are insufficient, the elevated heights (heights to which the tsunami reached from the coastline to the inland)*3 Since the area between Haramachi Coast and Naraha Coast is designated as a caution zone (within the 20 km-radius from TEPCO's Fukushima Daiichi Nuclear Power Plant), no investigation about tsunami heights was conducted.

Source: Developed by MLIT from data of Iwate, Miyagi and Fukushima
Chart. 33 Patterns of reconstruction plans

Pattern5 Recovery of houses on collapsed lots in inlands and measures against liquefaction.

(Project patterns of reconstruction plans)

A review of reconstruction plans indicates that many of the measures against tsunami currently considered in the ria coast areas center on relocation to uplands. In the lowland areas, measures mainly feature moving roads, etc., inside the protective lines elevated with embankments or promoting reconstruction within such protective lines. In inland areas, etc., where extensive damage was caused by the collapse or liquefaction of building lots, the plans mainly feature recovery of such lots.

Source: Basic Reconstruction Policy of Higashi-Matsushima City, Miyagi Prefecture

Pattern3 Onsite reconstruction of residential areas, etc.

-The envisioned projects are to reinforce protective facilities through elevating heights of levees, etc., and to promote onsite reconstruction through elevating ground for roads in the lowlands and elevating housing lots

Pattern2 Relocation to inlands as a measure against tsunami.

Source: Plan for Reconstruction from the Disaster of Tagajo City, Miyagi Prefecture

Source: Plan for Reconstruction from the Disaster of Sendai City, Miyagi Prefecture

- As the coastal area is composed of sand beaches, the envisioned projects are to build a protective line by improving roads with elevated ground within the lowland and to relocate to inlands

Pattern4 Recovery projects and enhanced measures against tsunami.

- The envisioned projects cover recovery of infrastructures including coastal levees and upgrading facilities related to measures against tsunami such as disaster prevention parks.

[Example: Fudai Village, Iwate Prefecture]

[Reconstruction Plan Map]

Recovery of housing lots damaged by mudslide/collapse and investigation and analyses of the extent of liquefaction as well as repair and reconstruction of housing lots, etc.

[Example: Sendai City (hill section), Miyagi Pref., Kamisu City, Ibaraki Pref. and Urayasu City, Chiba Pref.
## Column Past tsunami damage in the Sanriku area and relocation to uplands

At the time of the tsunami caused by the Meiji Sanriku Earthquake that occurred on June 15, 1895, relocation to uplands was implemented on a limited basis, moving some of the communities or spreading individual households to different places. And with the passage of time, the sense of crisis faded and with a priority given to convenience for livelihood, such as fisheries, people tended to return to the disaster areas.

At the time of the tsunami caused by the Showa Sanriku Earthquake that occurred on March 3, 1933, the victims were those who rebuilt their houses on the same previous premises after the Meiji Sanriku Earthquake, those who came back to their hometown after having relocated to uplands, and those who newly owned lowlands. Therefore, for the reconstruction from the Showa Sanriku Earthquake, large-scale relocation to uplands covering considerably wide areas was organized with financial support from the national and local governments.

Meiji Sanriku Earthquake (1895)	Showa Sanriku Earthquake (1933)
Scale	Magnitude 8.2	Magnitude 8.1
Death toll	Iwate	21,756 persons	1,514 persons
Miyagi	3,452 persons	306 persons
Houses lost/collapsed	Iwate	5,446 houses	4,962 houses
Miyagi	1,377 houses	1,611 houses
Relocation to uplands	Only some communities	2,199 houses in 57 communities of 23 cities, towns and villages (87,580 tsubo)
Iwate 6 places	801 houses in 68 communities of 15 towns and villages (64,678 tsubo)
Miyagi 4 places

Source: Developed from “Investigation report of tsunami triggered by the Chilean Earthquake” by The Geospatial Information Authority of Japan and the portions covering Iwate and Miyagi extracted from “Tsunami and Village” by Yaichiro Yamaguchi

The lesson from the two tsunamis of 1895 and 1933 - “houses built on upland provide peace and security for our posterity. Remember the horrible damage of the big tsunamis and do not build houses below this point” – is inscribed on “the monument of the big tsunami” located at Aneyoshi in Miyako City, Iwate Prefecture.

Since old houses fell into so severe ruins that it was said that nobody attempted to reconstruct them on the same premises. But then three, four years passed and somebody built a house. In terms of location, it was not ideal for fishing and the rough riverbed and parts of Suga were not optimal farmlands and in terms of convenience, the place was way behind Kogake. Besides, how bad the drinking water was – contents of the analysis were not known but once villagers started to say it was bad, they could not wait any longer and a trend developed among them to return to their native areas. And villages that rebuilt themselves on their original locations were hit in 1933 (Excerpt from “Tsunami and Village” by Yaichiro Yamaguchi.
## Case example: Rikuzen-Takata City, Iwate Prefecture

With the completion of a temporary medical center and a temporary store of the local supermarket, the routing of the existing bus service was changed to run on the inland side, where these temporary facilities have been built, from the ocean side that was damaged by the Disaster. Furthermore, operation of share-ride taxis was started to provide daily transport to residents living in temporary housing.

## Case example: Onagawa Town, Miyagi Prefecture

With the start of bus service to substitute for the JR Ishinomaki Line idled due to the Disaster, another bus service to cover the route between the evacuation center and a bus stop of the substitute bus was started. Subsequently, in line with the progress in town-reconstruction including the building of temporary stores, etc., the operating route was changed and more services are now offered, with buses for townspeople running between the temporary city office relocated to an upland area and temporary stores as well as temporary housing.

Share-ride taxi of Rikuzen-Takata

Townspeople bus of Onagawa

Out of the railway recovery projects in the coastal areas that were extensively damaged, it was decided that for the Sanriku Railway the national government would cover a majority portion of its recovery expenses with funds so earmarked in the third supplemental budget of fiscal 2011 and the fiscal 2012 budget. This helped draw the roadmap for recovery and full-scale recovery projects were started in November 2011, and operations will be resumed in stages as these projects are completed in sections and ultimately these operations are expected to resume around April of 2014.

Furthermore, regarding the six damaged lines of JR East Japan (Yamada Line, Ofunato Line, Kesennuma Line, Ishinomaki Line, Sen-Seki Line and Joban Line) for which recovery together linked with town-reconstruction is deemed necessary, MLIT has supported coordination among the railway operators and municipalities concerned through the “Reconstruction Coordination Council” set up for each line (whose members are representatives from the municipalities concerned, JR, Tohoku Regional Development Bureau, Tohoku Transport Bureau, and Reconstruction Agency).

As a result, an upgrade project and related work to protect coasts between Watanoha and Onagawa Stations of the Ishinomaki Line were undertaken, and operations are scheduled to resume in the early part of 2013 except at Onagawa Station. Between Takashiro and Rikuzen-Ono of the Sen-Seki Line, reopening of the entire line is scheduled within 2015 with a route change and other steps. Between Soma and Watari of the Joban Line, operations will be resumed in approximately three years with route changes and other steps. For the Kesennuma Line, temporary recovery with BRT $ ^{note} $ will be made possible.

As for the Yamada Line, the Ofunato Line. and the Kesennuma Line, reconstruction and improvement plans including route changes will be developed in the future, along with the relocation plans of urban areas, on which the recovery policy will be based.
Chart. 38 Bid Results in Iwate, Miyagi, and Fukushima Prefectures and Sendai City

(Utilization of PPP for promoting projects)

In such new recovery projects as building reconstruction roads including the Sanriku Coastal Road, PPP $ ^{note} $ for relevant promotion has been introduced to maximize the technical capabilities of the private sector. Under the PPP scheme, a team of private-sector engineers (composed of respective experts of “project management,” “survey and design,” “site-development” and “construction”) will help the owner in preparatory work prior to construction, which was previously undertaken by the owner alone, study and decide on the optimal method for promoting the project concerned. Specifically, new roads to be built will be divided into sections of 10-20 km, and a team of private-sector engineers will be assigned to each section, and they will stay in contact with their office and promote the project. This will lead to smooth promotion of reconstruction road projects or their early improvement.

(Improvement of hardware to match resumption of economic activities in the affected areas)

Regarding such facilities as railways and sewage plants, it is necessary to consider such factors as locations, necessity of route changes, and scales in line with the progress of town-reconstruction. Also, regarding such infrastructures as ports and coastal levees, reconstruction should keep pace with re-establishment of industries in the backlands and restoration of sewage facilities and should be advanced in stages, starting with what is needed most. Efforts to invite companies to special industry-revitalization zones for creating new demand following reconstruction demand have been launched and the future challenge is to promote improvement of such hardware as various infrastructures in line with resumption of economic activities.
## (Changes in public awareness)

The Disaster, which was of an unprecedented scale, drastically changed the public awareness of disaster prevention. According to a public awareness survey (hereinafter “the public awareness survey” (note)) conducted by MLIT between late January and February 2012, in which a question regarding “changes in views after the Disaster” was posed, the most popular response was “heightened awareness of disaster prevention” (52.0%), followed by “heightened awareness of saving electricity (43.8%) and then “importance of bond among family members” (39.9%). As to “functions expected from social capital,” the most popular response was “function to ensure safety and security” (a whopping 74.4%), followed by “function for elderly and handicapped people” (25.8%) “function to protect the environment” (24.1%), “function to revitalize local economy” (23.5%), and “function for energy saving” (19.3%), with the second through fifth-ranked responses closely bunched together.

## (Heightened awareness of disaster prevention in companies)

The Disaster broke supply chains and had enormous adverse effects on economic activities of the private sector, as exemplified by production cuts, etc. Therefore, on the corporate level as well, heightened awareness of disaster prevention and moves to enhance systems to allow continuity of business at the time of emergency are noted. Specifically, in the Bank of Japan’s Sakura Report (October 2011) it is pointed out that there are moves to organize production bases at multiple sites; to relocate or redeploy plants and other facilities from the

standpoint of redundancy; to develop multiple supply sources; and to accumulate inventories, among other things.

In addition, after the Disaster, based on the concept of CSR (corporate social responsibility), some companies provided assistance in the form of dispatching their personnel to the affected areas, on top of contributing money and supplying goods. And some companies used this opportunity to set up a system of volunteer leave. Various types of approaches including the following were noted; some companies sent teams composed of their staffs from different departments to the affected areas; other companies provided assistance to NPOs in their efforts to develop strategies; and others arranged activities during lunch break.

Note : The survey was conducted via the Internet during January and February of 2012 targeting males and females aged 20 years and older, and 4,000 persons responded. In order to eliminate possible bias attributable to regions, generations, and sexes, the percentages are allocated according to the population structure.
(Growing concern about disaster risks of real estate and energy-saving functions)

After the Disaster, concern about disaster risks of real estate is growing. According to a “report on the price trend of highly-utilized land in major cities” (the third quarter of 2011), growing concern about disaster risks is noted with such phenomena as falling demand for land along the coasts and bays and for upper stories of high-rise condominiums not only in the disaster areas in the Tohoku region but also in the Tokyo area, and anxieties about quake resistance of used housing.

### Chart. 46 Growing concern about disaster risks of real estate

• Excerpt from the report on the price trend of highly-utilized land in major cities (Q3 of 2011)

- Due to the effects of the Great East Japan Earthquake, the popularity of higher stories (20th ~30th) is declining. (Saitama City, Saitama Pref.)

- Due to the effects of the Great East Japan Earthquake, the popularity of coastal areas is sharply falling and relocation demand from coastal areas to hillside areas is becoming more noticeable. (Chiba City, Chiba Pref.)

- Many people have expressed concern about the quake resistance, etc., of pre-owned condominiums. (Shinagawa Ward, Tokyo)

- Interest in quake resistance, etc., is strong and when we hold seminars, we receive many questions about hazard maps and land history. (Shinagawa Ward, Tokyo)

Also, in the public awareness survey of this time, performances of houses that respondents attached importance to were “houses that are strong against earthquakes with anti-seismic or seismic-isolation devices” (67.5%), followed by “houses that are excellent in energy saving” (54.0%).

The survey conducted by the Japan Housing Finance Agency in October 2011 targeting borrowers of private housing loans also indicated that people attach importance to “seismic performance” and “energy-saving performance.” Out of the respondents who said that they were willing to upgrade these performances even with increased costs, approximately 80% of respondents said that they would accept cost increases of up to 5 – 10%.

Chart. 47 Housing performance items considered important – later -

What do you think are important housing performance items? (up to three)

Source: “Public awareness survey” by MLIT

### Chart. 48 Readiness to bear higher costs for quake-resistance performance and energy-saving performance

Acceptable cost increases for higher quake-resistance performance

Note: The extent of cost increases (\%) as opposed to planned purchase prices of houses

(Survey covered 1,038 borrowers of private-sector housing loans)

Source: Developed by MLIT from "Fact-finding survey of borrowers of private-sector housing loans

(second round) $ ^{2} $ of the Japan Housing Finance Agency