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JRTR No.64 Special Theme

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JRTR No.64 Special Theme Special Theme Recovery from Great East Japan Earthquake: Full Resumption of Services on Sanriku Railway Atsushi Tomite The shaking and duration of the immense M9 undersea The Sanriku Railway received much attention from earthquake that struck the coast off north-eastern Japan across Japan at its start, with a record 2.689 million people on 11 March 2011 had never been experienced in living coming to ride it in the first year of operations. Those memory and it would later be called the Great East Japan numbers started to decline the following year, but staged Earthquake. The resulting giant tsunami killed more than a temporary recovery in 1990–91 due partly to recovering 20,000 people and wreaked catastrophic destruction on commuter usage with an increase in the number of high- towns, villages, and infrastructure along coastal areas. The school students, as well as an increase in tourists riding Sanriku Railway running along the coast of Iwate Prefecture the introduced retro carriages. However, numbers fell again was severely damaged, making it impossible to operate from 1992 due to a decrease in the number of high-school trains. Although many people feared that restoration would students, as well as decreasing non-commuter usage due be difficult to accomplish, Sanriku Railway has been restored to factors such as relocation of the prefectural hospital. to full service just 3 years after the disaster. Towns in the Development of national highways and progressive opening Sanriku region are still far from full recovery, but restoring of the Sanriku Expressway also furthered the decline. the railway was achieved through the encouragement Contrary to expectations, the railway was profitable in the and support of many people. This article describes the early days but declining passenger numbers pushed it into circumstances of the recovery in such a short period. the red in 1994, despite efforts to streamline operations, improve services by increasing the number of trains, and The Sanriku Railway Company revising fares. The railway has operated at a loss since 1994 and passenger numbers had declined to 853,000 in fiscal Sanriku Railway started operations on 1 April 1984. Based 2010, the year before the earthquake. on the Law for Special Measures to Promote Japanese Sections along the coast are limited to regions with no National Railways Rehabilitation, the Japanese National other transport options and there are many long tunnels, Railways’ (JNR) local Sakari Line from Sakari to Yoshihama, due partly to the geography of the area, and because the Miyako Line from Miyako to Taro, and Kuji Line from Kuji line was built to resist tsunami damage since the area has to Fudai were scheduled to be closed, and construction suffered severe damage from natural disasters in the past. of lines from Yoshihama to Kamaishi and Taro to Fudai As a result, despite being a local railway built in the 1960s, was halted. To maintain local rail services, the Sanriku it has a modern construction. For example, there are few Railway Company was formed in 1981 as a public– level crossings, with just one on the Kita-Rias Line and private partnership financed by Iwate Prefecture, local two on the Minami-Rias Line. There are no sharp curves governments, and the private sector to take over operation and the maximum speed is a fast 90 km/h because it of lines scheduled for closure and to construct the planned was constructed as a high-standard trunk line traversing lines. It received much attention at its birth, because it was the Sanriku region. The original concept was for a railway the first public–private partnership railway formed by transfer extending from Maeyachi on the Ishinomaki Line along the of JNR regional lines. It consists of the 36.6-km Minami-Rias Sanriku coast to Hachinohe and was to include operation Line between Sakari and Kamaishi, and the 71.0-km Kita- of limited express trains. Tunnel cross-sections support AC Rias Line between Miyako and Kuji. At that time, the section electrification. between Miyako and Kamaishi was part of the JNR Yamada Line, and came to be wedged between the two halves of Damage from Great East Japan the Sanriku Railway. The Yamada Line was not scheduled Earthquake for closure and was transferred to JR East, which took over JNR’s business in the area. One train was running on each of the Minami-Rias and Kita- Rias lines when the Great East Japan Earthquake struck. Japan Railway & Transport Review No. 64 • Oct 2014 58 Special Theme The long shaking gave some forewarning of the coming Figure 1 Sanriku Railway Route Map tsunami. The train on the Minami-Rias Line stopped inside the Kuwadai Tunnel between Yoshihama and Touni. The train on the Kita-Rias Line stopped at a high-elevation location between Shiraikaigan and Fudai. Both were considered safe locations in a tsunami. At the time, the train radios and railway telephones were operational, enabling communication with the head office and operations departments of the two lines. Calls from public telephones and ordinary mobile phones were impossible. A major tsunami warning was soon issued and then the giant tsunami struck, wreaking devastation on the towns. The giant wave destroyed sections of the Sanriku Railway along the coast; train radio base stations were destroyed, rendering train radio unusable. Railway telephone lines were also cut. The only means of communication was mobile Hachinohe Line phones but public mobile voice services were disabled immediately after the earthquake. However, Sanriku Railway Kuji had just introduced mobile phones with disaster priority the Rikuchu-Ube previous year and the system proved its worth by enabling Rikuchu-Noda communications between the front lines and the prefectural Noda-Tamagawa Horinai government and the Tohoku District Transport Bureau. Shiraikaigan According to hazard maps, a tsunami could not reach Fudai Miyako Station. Regular employees were ordered to evacuate to designated locations, and managers remained Tanohata Shimanokoshi Kita-Rias on the second floor of the station. From the windows, we Line Iwaizumi Line Iwaizumi could see that flooding was occurring. We first thought it Omoto was ruptured water pipes, but the water level gradually rose Settai and debris washed by, followed by cars. It was clear that a tsunami had struck, so we evacuated to a nearby overpass Taro Sabane for safety. The tsunami stopped just about where the hazard Ichinowatari Yamaguchidanchi map predicted and did not reach the roundabout in front of Miyako the station. The managers eventually returned to the head Moichi office at about 5 pm in the cold with a light snow falling. The power was out, and it was cold and pitch dark. We decided to go to a 117D diesel motor car standing at the platform where starting the engine would provide light and heat. That Yamada Line car became our disaster response HQ, and we would be living out of it for a week. The car was a type 36-102. Unfortunately, it was not a Kamaishi Line type 36-200, which has inverters to provide 100-Vac power Kamaishi that would have enabled use of PCs and other electrical Heita equipment. Even so, it was a stroke of luck just to be able to Touni have heat. Aftershocks in the night shook the car violently. Minami-Rias Rikuzen- Yoshihama All passengers on trains stranded in sections between Akasaki Line Sanriku stations had been rescued by 7 pm. Employees who were Sakari Horei Koishihama at work at the time were all safe, and there were no injuries Ofunato Ryori to passengers. Many employees were off duty at the time of the earthquake and could not be contacted, so people Ofunato Line had to go around to their homes and evacuation centres to confirm their safety. It would be a full week before we could confirm that all were safe. 59 Japan Railway & Transport Review No. 64 • Oct 2014 Figure 2 Overview of Damage and Restoration for Sanriku Railway Kuji Rikuchu-Ube Rikuchu-Noda 11 April 2011 between Noda-Tamagawa and 15 January 2012 restoration work between 18 February 2012 restoration work between Noda-Tamagawa Rikuchu-Noda Noda-Tamagawa and Rikuchu-Noda (Maita area Noda-Tamagawa and Rikuchu-Noda (Tofugaura area) embankment work) Horinai Shiraikaigan Fudai Tanohata Shimanokoshi Omoto Settai 13 March 2011 near Shimanokoshi Station 11 April 2011 Shimanokoshi Station 21 February 2013 restoration work near Shimanokoshi 30 January 2014 restoration work near Shimanokoshi Station Station Taro Sabane Ichinowatari Yamaguchidanchi Miyako 13 March 2011 Taro Station 13 March 2011 Taro Station facing towards Kuji 13 March 2011 Taro Station facing towards Kuji Kamaishi 13 March 2011 near Minami-Rias Line Operations 13 March 2011 near Minami-Rias Line Operations Department Department Heita 13 March 2011 Arakawa River Bridge 7 September 2013 Arakawa River Bridge restoration work Touni Yoshihama Sanriku Sakari Horei Koishihama Ryori Rikuzen-Akasaki 1 September 2012 restoration work between Horei and 13 March 2013 Horei Station 13 March 2013 Tomari area between Horei and Sanriku Sanriku (Tomari area) Japan Railway & Transport Review No. 64 • Oct 2014 60 Special Theme A whiteboard was brought to the train serving as the disaster response headquarters and the circumstances and time when contact was made were written on it. All the details were copied to notebooks and the whiteboard updated to the latest information. Evacuation orders were issued in the Kuji area of the Kita-Rias Line Operations Department, Rikuchu-Ube so everyone relocated temporarily to a designated Rikuchu-Noda evacuation centre. However, the central area of Kuji 11 April 2011 between Noda-Tamagawa and 15 January 2012 restoration work between 18 February 2012 restoration work between Noda-Tamagawa Rikuchu-Noda Noda-Tamagawa and Rikuchu-Noda (Maita area Noda-Tamagawa and Rikuchu-Noda (Tofugaura area) had not suffered damage, so everyone returned to embankment work) Horinai the worksite when the evacuation orders were lifted.
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