This analyzes the effect of fluctuation of gasoline prices and income on travel behavior with a focus on the usage of public transport and personal automobiles as well as gasoline consumption on cars, railway passengers with or without periodical tickets and ownership of various kinds of automobiles, clarifying the limitation of transport statistics in Japan. The method consists of the panel analysis of regional cross-section time-series data. The implications refer to fuel price policy and extend to estimation of adverse effect of the discounting of expressway tolls as well as the proposed abolition of the provisional gasoline tax rate.

This paper summarizes the detailed heavy vehicle traffic flow on expressways for three months from March 11, 2011 of the Great East Japan Earthquake. Day by day changes of traffic, comparison with a historical data, and analysis together with related statistics found the following results. Western route called Kan-etsudou observed 20% increase of traffic by detour trip toward disaster region Tohoku during the first week. From 4weeks until 3manths after the earthquake, the average traffic volume increased by 20% compared with 2010 and an increase of 10% average trip length. One of the major reasons of this change was that ports in Tokyo bay area for freight transport were used as an alternative to damaged ports in the Tohoku. The Influence to Tokyo Metropolitan Expressway network was quite limited.

In this study, we analyzed the actual amount of oil products transported into Tohoku region during the first month after the Great East Japan Earthquake. We found that (1) the amount of oil products supplied in the Tohoku region during the first two weeks was only 1/3 of the normal demand; (2) the shortage of supply in the first two weeks led to a huge “backlog of demand”; (3) it took four weeks for the backlog to be cleared, and the lost (suppressed) demand during the period was equivalent to the amount of normal demand for seven days.

This study quantitatively analyzes flow of emergency goods supplied by national and prefectural governments at the Great East Japan Earthquake on the 11^th of March, 2011. Historically, flow of emergency goods has not been well retained because the flow is ephemeral. Therefore, just after the earthquake, shipping records mostly handwritten were collected at the Iwate and Miyagi prefectural offices and digitized so as to analyze efficiently. Focusing on one month period after the earthquake, trends of goods supply are analyzed in relation to the demand at disaster sites and contrasting logistics schemes in each prefecture is revealed.

The Great East Japan Earthquake caused unprecedented damage described as a once in a millennium event. A large number of disaster-response bodies worked assiduously to dispatch emergency relief supplies starting immediately after the earthquake. Despite having received extensive damage themselves, commercial distributors threw their efforts into the recovery effort, then turned to restoring their networks. Yet, while detailed investigations into the tsunami and structural damage have been carried out, no quantitative records relating to commercial distribution flow and recovery are available. The aims of this study are to collect and analyze quantitative records of commercial distribution recovery.

Under Great East Japan Earthquake, relief goods supplier couldn't grasp needs of damaged area, and relief goods carried there weren't consistent with their needs. In this study, we tried to analyze the sequence of relief goods requested in the damaged area through demanding papers submitted by shelters in Sendai City.