ITARDA

公益財団

Institute for Traffic Accident
Research and Data Analysis

交通事故総合分析センター

ITARDA INFORMATION

No.
(%)

94

2012
APRIL

100

Other 3 %Reversing
2%

Turning left 3 %Turning right
9%

80

In
60

40

20

Straight
ahead

83

%

of accidents involving
vehicles which resulted inpedestrian fatalities,
the vehicle wasproceeding straightahead at the time

83 %Breakdown ofpedestrian fatalities
by form of vehicle
movement0

Accidents resulting in pedestrian
fatalities occur most frequently with
Special featurevehicles proceeding straight ahead~ Earlier danger perception by
drivers can prevent fatal accidents ~Institute for Traffic Accident Research and Data Analysis

ITARDA
INFORMATION
公益財団法人 交通事故総合分析センター

イタルダ・インフォメーション

2012 APRIL

94

No.

（%）

100

その他 3 %

後退 2 %

左折 3 %
右折 9%80

歩行者死亡事故の事故相手が自動車のうち

83

60

40

直 進 83 %%が自動車直進中におきている

20

自動車行動類型別の歩行者死者数の割合
0Special feature

Accidents resulting inpedestrian fatalities
occur most frequently
with vehicles proceedingstraight ahead~ Earlier danger perception
by drivers can prevent fatal
accidents ~The number of traffic accident fatalities inJapan (the number of fatalities occurring
within 24 hours of an accident) has been
decreasing year on year; nevertheless, at
4,863 fatalities as of 2010, the level of harmsuffered remains considerable. Among these,
fatalities among people killed while walking
the streets at 1,714 represent the highest
number of fatalities among the various meansof transport, comprising 35% of total fatalities.
Going forward, further countermeasuresagainst pedestrian fatalities are necessary if
we are to reduce the harm caused by traffic
accidents.
In this issue of ITARDA Information, we will
look at “accidents with vehicles proceedingstraight ahead,” as the form of accident
causing the greatest number of fatalities
among traffic accidents involving pedestrians;
we w i l l a n a l y ze t h e c h a r a c t e r i s t i c s o f
accidents based on traffic accident data from2010, and consider measures for preventing
pedestrian fatalities.

CONTENTS

1 Accidents resulting in pedestrian

fatalities occur most frequently withvehicles proceeding straight ahead
2 Characteristics of accidents resulting
in pedestrian fatalities with vehicles
proceeding straight ahead
3 Earlier danger perception by drivers
can prevent fatal accidents
4 Breakdown of pedestrian age
composition by law violation status
5 Summary歩行者死亡事故は自動車直進中に多く発生

特集〜運転者の早期危険認知が死亡事故を防ぐ〜

Accidents resulting in pedestrian
fatalities occur most frequently withvehicles proceeding straight ahead

Fig. 1 shows the trends in the number of fatalities
by means of transport over the past 10 years. It isevident that while the number of vehicle occupantfatalities has fallen markedly over the past 10
years, the decrease in the number of pedestrian
fatalities has been only a gradual one. In 2008,
pedestrians for the first time stood suffered higher
numbers of fatalities than any other means oftransport, and almost no decrease has been seen
since this point.

4,000

Motorcycles

Light trucks

80Standardsized trucks
Lightpassenger
cars

60

Fourwheeledvehicles94%

40Standardsized
passenger
cars

20

0

Fatalities

n=1,667 people

100
Turning
left

Percentage of pedestrian fatalities (%)

Percentage of pedestrian fatalities (%)

Other

Other
Reversing
Turning right

3,000

■

2,500
2,000
1,500
1,000
500
0

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

movement, a higher fatality rate is found for“straight ahead” than for other forms of movement(Table 2, Fig. 4).
Fatality rate (%) =No. of fatalities(No. of casualties)

× 100

From the above, it is evident that pedestrian
accidents involving vehicles proceeding straightahead produce many fatalities, and that this formof vehicle movement produces a high fatality rate.
Let us now analyze the characteristics of accidents
resulting in pedestrian fatalities involving vehicles
proceeding straight ahead. This analysis looks at
accidents in which pedestrians were the primary or
secondary parties among traffic accidents in 2010.

Table 1: Breakdown of pedestrian fatalities/casualties
by other party in collision (2010)(Accidents in which pedestrians were the primary or secondary parties)

80
Other party in collision

60

40

Straight
ahead
83%

20

0

Fatalities

n=1,573 people

Fig. 2: Breakdown ofpedestrian fatalities byother party in collision

Fig. 3: Breakdown ofpedestrian fatalities
by form of vehicle
movement (2010)(Accidents in which pedestrians were theprimary or secondary parties)(Accidents in which pedestrians were the primaryor secondary parties)(2010)■

Fig. 1: Trends in numbers of fatalities by means of transport

When we turn to the parties other than pedestrians
involved in accidents resulting in pedestrian
fatalities (confined to accidents in whichpedestrians were the primary or secondary parties)
in 2010, 94% of these were four-wheeled vehicles,
comprising standard-sized passenger cars, minisized passenger cars, standard-sized trucks andlight trucks in that order (Table 1, Fig. 2).
Furthermore, looking at the forms of vehicle
movement at the time of accidents, the majority(83%) of pedestrian fatalities occurred withvehicles proceeding “straight ahead, ” followed by“turning right,” “turning left” and “reversing” (Table
2, Fig. 3).
Furthermore, if the pedestrian fatality rate iscompared for the various forms of vehicle

100
Moped

Vehicle occupants
Pedestrians
Two-wheeled vehicle drivers(including mopeds)■ Cyclists
■

3,500

Four-wheeled vehicles

1

No. of fatalities (people)

CTION
SE

Fatalities (people) Casualties (people)

Standard-sized
passenger cars

762

35,166

Mini-sized
passenger cars

332

12,683Standard-sized trucks

300

5,346

Light trucks

179

5,159

Other

0

9

Subtotal

1,573

58,363Motorcycles

37

1,706

Mopeds15

2,903Light vehicles

5

2,669

Other

37

2,850

Total

1,667

68,491

94 ITARDA INFORMATION

3

特集

歩行者死亡事故は自動車直進中に多く発生〜運転者の早期危険認知が死亡事故を防ぐ〜

6

Table 2:Numbers of pedestrian fatalities/casualties
and fatality rates by form of vehicle
movement (2010)

5

5.0%

Other party
in collision
Straight
ahead

Fatalities(people)Casualties(people)Fatality rate (%)(Accidents in which pedestrians were the primary or secondary parties)

Fatality rate (%)

1,310

26,386

5.0

Turning right142

16,3020.9

Turning left

43

3,621

1.2

Reversing

33

6,590

0.5

Other

45

5,464

0.8

Total

1,573

58,363

2.7

4
3
2
1

0.9%

0

Straight
ahead

Turning
right

n=26,386
peoplen=16,302
people1.2%
0.5%
Turning left
n=3,621
peopleReversing
n=6,590
people0.8%
Othern=5,464
peopleFig. 4: Pedestrian fatality rates by form ofvehicle movement (2010)(Accidents in which pedestrians were the primary or secondary parties)

Characteristics of accidents resulting
in pedestrian fatalities with vehicles
proceeding straight ahead

CTION
SE

2

Let us analyze the characteristics of accidents resulting in pedestrian fatalities with vehicles proceedingstraight ahead.
(1) 70% of accidents caused by human causes attributable to drivers are caused by delays in noticing
pedestrians due to aimless driving or distracted driving
Analysis of the causes of accidents reveals certain
right,” “turning left” and “reversing” categories
characteristics in the human causes attributablewere caused by “failure to confirm safety”—theto drivers. Fig. 5 compares the percentages of
mistaken belief that no pedestrian was present or
accidents caused by human causes attributable
failure to confirm this properly. Unlike other forms
to drivers, broken down by form of vehicleof vehicle movement, the major cause behind
movement. “Aimless driving,” such as when
accidents involving vehicles proceeding “straightdrivers are thinking of other things orahead” was when drivers’ noticing of pedestrians
daydreaming, comprised 35% of accidents in thewas delayed due to drivers’ momentar y“straight ahead” categor y, while “distracted
carelessness or lack of caution, such as whendriving” such as operating audio systems ordrivers did not concentrate on their driving or
watching traffic signals in the distance comprised
when their attention was diverted to other things
35%, together comprising 70% of the total. Byaround them.
contrast, the majority of accidents in the “turning
Reversing

Failure to confirm safety 79%

n=33 people

Turning left

Failure to confirm safety 84%

n=43 people

Turning right

Failure to confirm safety 83%

n=142 people

Straight ahead
n=1,310people

Lack of caution after a pedestrian has been noticed 5%
Aimless driving 35%

Distracted driving 35%

Failure to confirm
safety 19%
Other 6%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Fig. 5: Breakdown of pedestrian fatalities by form of vehicle movement/human causes attributable to drivers
4

ITARDA INFORMATION 94

(2) 70% of pedestrians “commit violations of the law”
In terms of causes of accidents attributable topedestrians, distinctive characteristics were seen
in pedestrians’ law violation st atus. Fig. 6
compares the percentages of pedestrians who“commit ted violations” or “did not commit
violations” of the law, for various forms of vehicle
movement. It is evident that pedestrians“committed violations of the law” in 70% of allaccidents with vehicles proceeding “straightahead,” a strikingly high proportion compared toother forms of vehicle movement. Furthermore, if
we break down pedestrians’ violations of the law
in the cases of accidents with vehicles proceeding“straight ahead,” 73% were violations related tocrossing the road such as “crossing immediately
before/after a vehicle,” “crossing other than at a

Committed
violations 21%

Reversingn=33 people

pedestrian crossing” and “disregarding traffic
signals.” These were followed by “drunkenness,
wandering aimlessly, lying on the road etc.” at
13% and “traffic demarcation-related violations”
such as walking on the left side of the road or
mingling with traffic at 7% (Fig. 7).
From the above characteristics, it may be said thati n o r d e r to p r eve n t a c c i d e n t s r e s u l t i ng i npedestrian fatalities it is essential to reduce
violations of the law by pedestrians at the sametime as ensuring that drivers notice pedestrians at
an earlier stage. Moreover, among violations of
the law by pedestrians there is a particular needto reduce violations of the law involving crossing
the road.

Did not commit violations 76%

Committed
violations 37%

Turning left

n=43 people

Turning right

n=142 people

Did not commit violations 63%

Committed
violations 17%

Did not commit violations 81%
Other

Straight ahead

Did not commit
violations 28%

Committed violations 70%

n=1,310people

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Fig. 6: Percentages of pedestrians by form of vehicle
movement and by law violation status
Traffic demarcation-related
violations (walking on the left
side of the road/mingling withtraffic) 7%

Other 7%

Drunkenness, wandering
aimlessly, lying on the road etc.
13%
Dashing out 3%
Crossing at places wherecrossing is prohibited 4%
Diagonal crossing 5%

Crossing
immediately
before/after
a vehicle
28%

Violations
involvingcrossing 73%

Crossing
other than ata pedestriancrossing
28%

Disregarding traffic signals 10%

Fig. 7: Breakdown of fatalities by type of violation committed by pedestrians who“committed violations of the law” with vehicles proceeding straight ahead
94 ITARDA INFORMATION

5

特集

歩行者死亡事故は自動車直進中に多く発生〜運転者の早期危険認知が死亡事故を防ぐ〜

Earlier danger perception by
drivers can prevent fatal accidents

CTION
SE

3

It is evident that delays in noticing pedestrians canlead to accidents resulting in pedestrian fatalities. At
approximately what point did these drivers noticepedestrians prior to collision?
We investigated the points at which drivers noticed
pedestrians—that is to say, how many meters in frontof the point of collision the drivers perceived danger—in accidents between pedestrians and vehicles
proceeding straight ahead, and broke these down
according to the degree of harm caused.
From our in-depth study database gathered at theInstitute (microdata), we extracted accidents which
occurred between pedestrians crossing other than ata pedestrian crossing and vehicles proceedingstraight ahead, including both cases of fatal accidents
and cases where harm was limited to slight injuries,
and presented the driving speed of each vehicle atthe point where the driver perceived danger, and the
distance between that point and the pedestrian,broken down by the degree of harm caused to eachpedestrian (Fig. 8). The estimated free running
distance (the distance the vehicle travels between the
point where the brake is applied once the driverperceives danger and the point where the vehicle
starts to decelerate) and stopping distance (thedistance the vehicle travels between the point where
the driver perceives danger and the point where thevehicle stops) are displayed on the same graph.
When calculating the free running distance andstopping distance, the reaction time (the time
between the moment the brake is applied once thedriver perceives danger and the moment the vehicle
starts to decelerate), generally considered to be
0.5~1.0 seconds, was set at 0.7 seconds, while thedeceleration upon braking was set at 0.6G as being areasonable speed for sudden braking. For example, if
driving speed is 40km/h, the free running distance will
be approximately 8m and the stopping distanceapproximately 18m.
From Fig. 8, it is evident that with most fatal accidents
the vehicle often collides with the pedestrian before it
can start to decelerate, since these accidents mostoften occur within the free running area. In addition,
where the driving speed was high as seen in cases ofdriving speed of 60km/h or 80km/h, fatal accidents
occurred even when the driver perceived danger
from a point further removed than the free running
distance. By contrast, the distribution of the accidents
causing slight injuries indicates that the driving speed
tends to be lower and that the distance from thedriver to the pedestrian is greater than with fatal
accidents. Based on this, we believe that the curbingof vehicle driving speed and earlier danger perception
by drivers will reduce harm to pedestrians.
Free running distanceDriving speed (km/h)

100Free running area

Deceleration area

80
60
Stopping distance40

Fatality
Slight injury

20

0

10
Free running(approximately
0.7 seconds)

There’s apedestrian!
Danger ahead!

Distance to pedestrian (m)20

Sudden brake!

Free running distance
Deceleration distance(approximately 8m)(approximately 10m)
Stopping distance (approximately 18m)

Fig. 8: Distance and speed at danger perception point by degree of harm
6

ITARDA INFORMATION 94

30

4

Breakdown of pedestrian age
composition by law violation status

It is evident that violations of the law by pedestrians
can lead to fatal accidents. Let us now examine
which age groups of pedestrians are involved in fatal
accidents, and break these groups down by their law
violation status.
We c o mpa re d t he age c o mp o s i t i o n of t hepedestrians killed in accidents with vehicles
proceeding straight ahead, and broke these down by
their law violation status (Fig. 9). Overall, thepercentage of pedestrians aged 65 or over was high;however, for “crossing immediately before/after avehicle,” “crossing other than at a pedestriancrossing” and “diagonal crossing,” the percentage ofpedestrians aged 65 or over was particularly high,exceeding 80%. By contrast, for “dashing out,”
pedestrians aged 15 or under comprised the largest
group, while for “drunkenness, wandering aimlessly,
lying on the road etc.” the largest group was
pedestrians aged 16~64; it is thus evident that theage composition of pedestrians varies according to
the nature of the violation of the law.
Fewer violations of the law by pedestrians—that is,pedestrians’ obeying of traffic rules—will lead to
fewer accidents that result in pedestrian fatalities. In
particular, it is crucial that elderly pedestrians aged

■ 15 or under■ 16~64■ 65 or overTraffic demarcation-related
violations (walking on the left sideof the road/mingling with traffic)
n=67 people
Drunkenness, wandering
aimlessly, lying on the road etc.
n=120 people

28%

70%
57%

Dashing out
n=24 people

43%

46%

Crossing at places wherecrossing is prohibited
n=33 people
Diagonal crossing
n=42 people

65 or over are thoroughly educated about traffic rules
relating to crossing, such as “crossing immediately
before/after a vehicle,” “crossing other than at apedestrian crossing,” and that violations in theseareas are decreased.
The Road Traffic Law sets out the following points
regarding crossing methods in addition topedestrians’ “obligation to follow traffic signals etc.”● Use of pedestrian crossings
Pedestrians in the vicinity of pedestrian crossingsshould use the pedestrian crossing to cross.
● Prohibition of diagonal crossing
Pedestrians should not cross diagonally.
● Prohibition of crossing immediately before/after
a vehicle
Pedestrians should not cross immediately
before or immediately after a vehicle.
● Places where crossing is prohibited
Pedestrians should not cross in parts of theroad where crossing is prohibited by roadsignage.
Any person who crosses in defiance of the directionsof police officers etc. with regard to the above shallbe subject of a fine of up to 20,000 or a petty fine.

21%

42%

58%

12%

Disregarding traffic signals
n=95 people

88%
31%

66%

Crossing other than at apedestrian crossing
n=210 people

19%

81%

Crossing immediately
before/after a vehicle
n=260 people

18%

81%

0%

33%
Violations involving crossing

CTION
SE

20%

40%

60%

80%

100%

Fig. 9: Breakdown of pedestrian fatalities (with vehicles proceeding straight ahead)by age composition and by law violation type
94 ITARDA INFORMATION

7

〜運転者の早期危険認知が死亡事故を防ぐ〜

CTION
SE

5

Summary

イタルダ・インフォメーション

In this issue’s discussion of “accidents with vehicles proceeding straight ahead,” the commonest
type of accident resulting in pedestrian fatalities, analysis has revealed the following characteristics.

Institute for Traffic Accident Research and Data Analysis

歩行者死亡事故は自動車直進中に多く発生

ITARDA INFORMATION

特集

1. Characteristics of accidents resulting in pedestrian fatalities withvehicles proceeding straight ahead● Delays in noticing pedestrians due to aimless driving or distracted driving

comprise 70% of human causes of accidents attributable to drivers. Earlier
danger perception by drivers will lead to fewer accidents that result inpedestrian fatalities.

● Pedestrians “committed violations of the law” in 70% of all accidents.

Pedestrians obeying the Road Traffic Law will lead to fewer accidents that
result in pedestrian fatalities. In particular, it is crucial that elderly pedestrians
aged 65 or over are thoroughly educated about traffic rules relating tocrossing, in order to reduce fatal accidents.

2012
APRIL

94

No.

発 行
発行月

● Drivers must understand that momentary carelessness or distraction can leadto fatal accidents, and must concentrate on their driving. In particular, it iseasy for drivers to let their attention slacken on roads where there is little needfor driver maneuvers, such as straight, single-lane roads. Drivers who feel
their ability to concentrate on their driving beginning to ebb should refreshthemselves by stopping the car for a moment to move about physically or
have a coffee break.

24
4

-

● Pedestrians must understand that violations of the law can lead to fatal

accidents, and must obey traffic rules to protect themselves. There are traffic
rules which pedestrians as road users are also required to obey. Pedestrians
must avoid over-relying on the assumption that other road users have theresponsibility of protecting them as pedestrians, and must obey the rules andbehave with courtesy when walking the streets.

公益財団 交通事故総合分析センター
平成 年 月 〒102 0083 東京都千代田区麹町6 6 麹町東急ビル 階

2. To prevent accidents resulting in pedestrian fatalities

-

5

事務局
〒102-0083 東京都千代田区麹町6-6 麹町東急ビル5階
TEL03-3515-2525 FAX03-3515-2519

ウェブサイト

つくば交通事故調査事務所〒305-0831 茨城県つくば市西大橋6 41-1
（財）日本自動車研究所内
TEL029-855-9021 FAX029-855-9131