Road Safety Country Profiles
Japan 2023

Overview
Japan recorded 3 216 road deaths in 2022, eleven more than in 2021 but 22.9% below the preCovid-19 period. Since 2012, road deaths have fallen by 38.9%. The decrease accelerated in 2020
and 2021 when the Covid-19 pandemic hit Japan. A priority area for road safety in Japan is toprovide a safer road transport system for senior citizens – a group that suffers more than half of
all road deaths in Japan. The 11th Traffic Safety Programme was launched in March 2021 andcovers 2021-25.
Quick facts: Japan (all data from 2022, unless otherwise stated)
Population

124.9 million

GDP per capita

USD 33 863

Road network

1 229 239 km (2021)
91.3 million

Total numberof motor
vehiclesVolumetrafficof

Speed limits
Limits on blood
alcohol content

Cars

Motorcycles

Goods vehicles

Buses

68%

11%

16%

0.2%

-16.2% (2000-21)
Urban roads

Rural roads

Motorways

40-50-60 km/h

50-60 km/h

100 km/h

General drivers

Professional drivers

Novice drivers

0.3 grams/litre (g/l)

0.3 g/l

0.3 g/l

3 216
Road fatalities

Pedestrians

Cyclists

Car occupants

Motorised twowheelers

Other
and
unknown

36%

16%

22%

16%

10%

Road fatalities
per 100 000
population

2.6

Road fatalities
per 10 000
vehicles0.4

Cost of roadcrashes

1.8% of GDP (2020)

Short-term trends
Mobility and road safety in Japan were significantly impacted by the Covid-19 pandemic that hit
the world in 2020. Figure 1 illustrates the number of road deaths in 2020, 2021 and 2022 comparedto the linear trend before the pandemic. It shows that road death figures for 2020 and 2021 werevery much below the trend.
Due to the impact of the Covid-19 pandemic on mobility and road crashes, the data for 2020 and
2021 represent a poor reference point for benchmarking. Therefore, for short-term trends, thisreport compares data for 2022 and 2021 with the average for 2017-19.
There were 3 216 road deaths in 2022, eleven more than in 2021, but a decrease of 22.9%
compared to the average for 2017-19 (Table 1).
Table 1. Road fatalities in Japan, 2017-2022
2017

2018

2019

Average2017-19

2020

2021

2022

2022 compared withaverage 2017-19

January

328

368

331

342

320

238

241

-29.6%

February

345

289

255

296

299

255

218

-26.4%

March

349

321

324

331

278

249

236

-28.8%

April

300

317

319

312

245

238

232

-25.6%

May

340

303

269

304

237

222

260

-14.5%

June

330

270

248

283

238

240

235

-16.9%

July

370

324

286

327

224

281

263

-19.5%

August

373

354

334

354

240

233

285

-19.4%

September

371

333

348

351

300

246

265

-24.4%

October

420

400

372

397

332

335

323

-18.7%

November

439

398

412

416

343

320

316

-24.1%

December

466

489

422

459

360

348

342

-25.5%

4 431

4 166

3 920

4 172

3 416

3 205

3 216

-22.9%

Total

Road deaths decreased by more than 20% for all road user categories, with the most robust
decrease for pedestrians (-24%). Road fatalities also fell by more than 10% for all age groups. In
particular, road deaths among children aged 0 to 14 decreased by 52.1%. The strong reduction inroad deaths among children can be partly explained by the decrease in the population of this age
group and by the fact that many children have stayed at home more following the Covid-19
pandemic.
The drop in road fatalities concerns all road categories but with a slightly less marked drop on
motorways.
In 2021, traffic level was still lower than before the Covid-19 pandemic. For example, distancetravel by passenger cars in 2022 was 15% lower than the average for the years 2017-19.
In 2022, Japan had a mortality rate of 2.6 deaths per 100 000 population, ranking it 4th among
OECD countries with available data. Japan recorded 0.4 road deaths per 10 000 registered motor
vehicles. In 2021, its fatality risk was 4.9 road deaths per billion vehicle-kilometres (Figures 3, 4
and 5).

Pedestrians represented 36% of all road deaths (Figure 6). This is a very high share compared toother OECD countries. The senior population is particularly vulnerable as pedestrians. Half of thepersons aged 75 and above killed in traffic are pedestrians.
With 7.1 road deaths per 100 000 population, the senior citizens (75 and above) have a mortality
rate more than twice as high as the general population (Figure 8).
Nearly two-thirds of road deaths occur in urban areas (Figure 7).
Figure 1. Road fatalities in Japan in 2020, 2021 and 2022 compared to the linear trend since
2012

5 000

4 500

4 000

3 500
3 416
2012

2013

2014

2015

2016

Road deaths

2017

2018

2019

Trends 2012-2022

2020

3 216
3 205
2021
2022

Norw ay0

Colombia

Costa Rica

United States

Chile

Argentina

Age group

SerbiaNew Zealand

GreecePortugal

Luxembourg

Hungary

Italy

Korea

PolandCzechia

FranceCanadaUser category

Belgium

Lithuania

Australia

Netherlands

Austria

Slovenia

Spain

IsraelFinlandGermany

Ireland

Sw itzerland

United Kingdom

Denmark

4

Japan

Iceland

Sw eden

Motorw ays

Rural roads

Urban roads

75+

65-74

25-64

21-24

18-20

15-17

0-14

PTW

Passenger cars

Cyclists

Pedestrians

Figure 2. Evolution of road fatalities in Japan by user category, age group and road type,2022 compared to the average 2017-19
0

-10

-20

-30

-40

-50

Road type

Total number of road deaths

Figure 3. Road fatalities per 100 000 inhabitants in Japan compared to other IRTAD
countries, 2022

16

12

8

2.6

0

Czechia

PolandUnited States

Korea

New Zealand

Slovenia

IsraelFrance6Japan

Austria

Netherlands

Finland

Australia

CanadaGermany

Great Britain

Ireland

Sw itzerland

Sw edenDenmark

Iceland

Colombia

Chile

Costa Rica*

SerbiaArgentina

United States*

Hungary

New Zealand

Korea

IsraelGreece*Belgium

Luxembourg

Canada*FrancePoland*Czechia

Lithuania

Netherlands

Italy

Australia

Slovenia

Austria

Germany

Spain

Denmark

United Kingdom

Finland

Sw itzerland

Japan

Sw edenNorw ay

Iceland0

Norw ay

Figure 4. Road fatalities per 10 000 registered vehicles in Japan compared to other IRTAD
countries, 2022
5

4

3

2

1
0.4

Note: in Belgium, Denmark, Germany and Hungary, registered vehicles do not include mopeds. * 2021 data.

Figure 5. Road fatalities per billion vehicle-kilometres in Japan compared to other IRTAD
countries, 2021
12

9

4.9

3

Figure 6. Road fatalities in Japan by user category, 2022

Others incl. unknow n 10%

Pedestrians 36%
Passenger car occupants 22%

Motorcyclists 12%
Moped riders 4%Cyclists 16%

Figure 7. Road fatalities in Japan by road type, 2022

Motorw ays 3%

Rural roads 38%

Urban roads 59%

Figure 8. Road fatality rate in Japan by user category and age group, 2022
Rate per 100 000 population in the same age group
8

6

4

2

0

0-14

15-17

18-20

21-24

25-64

65-74

Pedestrians

Moped riders

Passenger car occupants

Cyclists

Motorcyclists

Other users incl. unknow n

75+

Road safety data 2012-22
Between 2012 and 2022, road deaths decreased by 38.9%. The motor vehicle fleet increased by
1.3% (Table 2 and Figure 9). The number of road deaths decreased every year except for 2015.
The number of road deaths fell for all categories of road users, without much difference. It fell
for all age groups but less markedly for the elderly population. Road mortality decreased in allroad categories, with the smallest reduction (-33.9%) on urban roads(Figure 10).

Table 2. Crash, casualty and traffic data in Japan, 2012-22
2012

2020

2021

Evolution
2012-222022

Reported safety data
Fatalities

5 261

3 416

3 205

3 216

-38.9%

665 157

309 178

305 196

300 839-54.8%

Deaths per 100 000 population

4.1

2.7

2.6

2.6

-37.6%

Deaths per 10 000 registered vehicles

0.6

0.4

0.4

0.4

-39.7%

Deaths per billion vehicle-kilometres

7.2

5.1

4.9

..

..

1 911

1 203

1 135

1 157

-39.5%

Cyclists

790

573

526

511

-35.3%

Moped riders

417

174

165

133

-68.1%

Motorcyclists

529

423

372

390

-26.3%

1 094

689

700

695

-36.5%

520

354

307

330

-36.5%

0-14 years

98

45

41

34

-65.3%

15-17 years

97

61

47

32

-67.0%

18-20 years

201

114

85

111

-44.8%

21-24 years

167

114

106

100

-40.1%

25-64 years

1 937

1 113

1 003

1 026

-47.0%

65-74 years

963

645

618

590

-38.7%≥ 75 years

1 798

1 324

1 305

1 323

-26.4%

Urban roads

2 869

2 021

1 979

1 896

-33.9%

Rural roads

2 204

1 321

1 134

1 219

-44.7%

Motorways

188

74

92

101

-46.3%

Vehicle kilometres (million)

731 943665 856649 995..

..

Registered vehicles (thousands)

90 14791 43091 25491 356

1.3%

Registered vehicles per 1 000 population

707.0

724.8

727.1

731.2

3.4%

Injury crashes

Fatalities by road user
Pedestrians

Passenger car occupants
Other road users
Fatalities by age group

Fatalities by road type

Traffic data

Figure 9. Evolution of road fatalities, motorisation, traffic and GDP in Japan, 2012-22
Index 2012 = 100

100

80

60

2012

2013

2014

Fatalities

2015

2016

2017

Injury crashes

2018

Motor vehicles

2019

2020

Vehicle-km

2021

2022

GDP

Figure 10. Evolution of road fatalities in Japan by user category, age group and road type,2012-2022
0

-20

-40

User category

Age group
Total number of road deaths

Road type

Motorw ays

Rural roads

Urban roads

75+

65-74

25-64

21-24

18-20

15-17

0-14

PTW

Passenger cars

Cyclists

Pedestrians-60

Safety performance indicators
Speed
Inappropriate speed is one of the leading causes of road crashes. Violation of the speed limit wasrecorded in police records in 4.3% of all road fatalities in 2022.
Table 3 summarises the main speed limits for passenger cars in Japan.
Table 3. Passenger car speed limits by road type in Japan, 2023
General speed limit
Urban roads

40, 50, 60 km/h

Rural roads

50, 60 km/h

Motorways

100 km/h

Drink driving
The maximum authorised BAC is 0.3 g/l for all drivers.
In 2022, it was reported that 125 people were killed in alcohol-related crashes (3.9% of all roaddeaths). The share of alcohol-related crashes decreased due to more severe sanctions and more
frequent controls. However, in recent years, stagnation has been observed in the number ofalcohol-related crashes.

Drugs and driving
In Japan, drivers using drugs are punished by the Road Traffic Act. In 2022, it was reported that45 illegal and legal drug-related crashes occurred (0.01% of all road fatalities and serious injuries).

Use of mobile phones while driving
In 2020, distraction from using mobile phones was identified as the primary cause of about 0.3%
of all road traffic crashes. It is forbidden in Japan to use a mobile phone while driving without
hands-free devices.

Fatigue
In 2022, driver's sleepiness was the primary factor of 1 346 road crashes (0.45% of all road
fatalities and seriously injuries).

Seat belt and helmet use
Seat belt wearing has been compulsory in front seats since 1985 and in rear seats since 2008.
Children under six must be seated in a dedicated child restraint system. While the seat belt
wearing rate is high for front-seat occupants, it is low in rear seats since people not wearing aseat belt in rear seats cannot be punished.

In 2021, only 43% of rear-seat passengers wore a seat belt. In 2022, 376 car occupants were fatally
injured in a crash while not wearing a seat belt.
For motorcyclists, helmet wearing is the most effective passive safety habit. In Japan, helmets
have been compulsory for all powered two-wheelers on all road types since 1986.
Wearing a helmet has been compulsory for cyclists since April 2023. However, there is currently
no penalty for not wearing one.
Table 4. Seat belt and helmet wearing rates in Japan
Percentages
2010

2021

2022

General (driver and passenger)

98

99

99

Driver

97

99

99

Passenger

92

97

98

General

33

43

43

Children (use of child restraint)

57

..

..

Motorcyclists

99

99

98

Pedal cyclists

7

10

10

Front seats

Rear seats

HelmetCost of road crashes
Road traffic crashes represent a high cost for Japan, estimated in 2020 at 1.8% of Japan's Gross
Domestic Product (GDP) (Table 5).
Table 5. Cost of road crashes in Japan, 2020
Unit Cost (JPY)

NumberTotal cost (JPY)

Fatalities

633 million

3 416

2.25 trillion

Seriously injured

120 million

27 7755.41 trillion

Slight injuries

2.2 million

369 476

1.54 trillion

Property damage costs of non-injury crashes

0.3 million..

0.91 trillion

Total

..

..

10.11 trillion

Total as % of GDP

..

..

1.8 %

Road safety management and strategy
Evolution of road safety
From the early 1950s to around 1970, Japan suffered a significant increase in traffic crashcasualties. As a result, traffic safety emerged as an important social issue. In June 1970, thegovernment of Japan enacted the Traffic Safety Policies Act to promote traffic safety measuresnationwide in a systematic manner. Under this Act, the government co-ordinated with local
governments and relevant private organisations to implement traffic safety measures. Since
2000, road fatalities have decreased yearly until 2015, when a slight increase was observed. The
improved safety record in the past decade is related to an increase in the seat belt wearing rate,
progress in vehicle safety, and continuous improvement of the traffic environment. The Covid-19
pandemic also had a strong impact in reducing road deaths in 2020 and 2021.

Governance of road safety
Responsibility for road safety in Japan primarily lies with the National Police Agency. Together
with the prefectural police, it is charged with traffic enforcement, traffic regulation, safety
facilities management, driving licence administration, etc. The Ministry of Land, Infrastructure,
Transport and Tourism oversees building and maintaining safe road structures andenvironments and managing vehicle safety standards. The Ministry of Education, Culture, Sports,
Science and Technology is in charge of school traffic safety education and traffic safety on theway to and from school. The Cabinet Office oversees the entirety of traffic safety measures inJapan.

Road safety strategy
The Japanese government released its 11th Traffic Safety Programme in March 2021. It covers theperiod 2021-25. It is based on two strategic objectives and eight pillars. The ultimate goal is tomake Japanese road traffic the safest in the world. The two strategic objectives are:•No more than 2 000 deaths within 24 hours of a crash (equivalent to around 2 400 deaths
within 30 days) by 2025.

•

No more than 22 000 serious injuries by 2025.

The key objectives of the Programme are as follows:
1. improve safety for older people and children
2. ensure the safety of pedestrians and bicycle users and enhance their awareness ofcompliance with the law
3. ensure safety on community roads
4. promote the use of advanced technologies
5. promote safety measures based on actual road traffic conditions

Details of the traffic safety programme are available at:https://www8.cao.go.jp/koutu/kihon/keikaku11/pdf/kihon_keikaku-g_en.pdf.

Latest road safety measures
From April 2023, cyclists are obliged to wear helmets. However, there is no penalty for not wearing
one.
From May 2022, drivers aged 75 or more must test their driving skills to renew their driving
license. Depending on the results, the licence may be revoked.
From April 2022, companies whose employees drive for work may test drivers for their blood
alcohol levels before and after driving.
In 2020, the Road Traffic Act was revised to punish dangerous driving and inappropriate
behaviour. This includes driving too close to the vehicle in front, honking for no good reason, andobstructing the roadway. This law provides for severe penalties, including revoking the driving
licence.

Research and resources
Publications
Traffic Safety White Paper: https://www8.cao.go.jp/koutu/taisaku/index-t.html

WebsitesNational Police Agency: http://www.npa.go.jp/
Institute for Traffic Accident Research and Analysis (ITARDA): http://www.itarda.or.jp/
National Research Institute of Police Science (NRIPS): http://www.npa.go.jp/nrips/en/index.html
Traffic Safety Programme 2021-2025:
https://www8.cao.go.jp/koutu/kihon/keikaku11/pdf/kihon_keikaku-g_en.pdf

Definition, methodology, data collection
Term

Definition

Road death

A person who dies within 24 hours of a crash or 30 days of a crash. Two setsof records are kept. The data in this report and the IRTAD database are basedon the 30-day definition.

Person seriously injured

Any injured person requiring medical treatment for 30 days or more.

Person slightly injured

Any injured person requiring medical treatment for less than 30 days.

There is no plan to adopt a definition of serious injuries based on the Abbreviated Injury Scale.

In Japan, the police collect road crash data. The National Police Agency has been collecting crashdata since 1948. In 1966, an online database system was created, and in 1993, the 30-day
definition for a crash fatality was added.
Hospital data are not used to complete police data. They may be used on an ad hoc basis forresearch.

About the IRTAD Database
The IRTAD Database includes road safety data, aggregated by country and year from 1970
onwards. It provides an empirical basis for international comparisons and more effective roadsafety policies.
The IRTAD Group validates data for quality before inclusion in the database. At present, thedatabase includes validated data from 35 countries: Argentina, Australia, Austria, Belgium,
Canada, Chile, Colombia, Costa Rica, Czechia, Denmark, Finland, France, Germany, Greece,
Hungary, Iceland, Ireland, Israel, Italy, Japan, Korea, Lithuania, Luxembourg, the Netherlands,
New Zealand, Norway, Poland, Portugal, Serbia, Slovenia, Spain, Sweden, Switzerland, the United
Kingdom and the United States.
The data is provided in a common format based on definitions developed and agreed by the
IRTAD Group. Selected data is available for free; full online access requires IRTAD membership.
Access the IRTAD Database via the OECD statistics portal:
https://stats.oecd.org/Index.aspx?DataSetCode=IRTAD_CASUAL_BY_AGE

About the International Transport ForumThe International Transport Forum (ITF) is an intergovernmental organisation with 66 member
countries that organises global dialogue for better transport. It acts as a think tank for transport
policy and hosts the Annual Summit of transport ministers. The ITF is the only global body thatcovers all transport modes. The ITF is administratively integrated with the OECD, yet politicallyautonomous.
www.itf-oecd.org

About the IRTAD GroupThe International Traffic Safety Data and Analysis (IRTAD) Group is the ITF's permanent working
group for road safety. It brings together road safety experts from national road administrations,road safety research institutes, international organisations, automobile associations, insurancecompanies, car manufacturers, etc. With 80 members and observers from more than 40
countries, the IRTAD Group is a central force in promoting international co-operation on roadcrash data and its analysis.
www.itf-oecd.org/irtad

Disclaimer
The opinions expressed and arguments employed herein do not necessarily reflect the official
views of International Transport Forum member countries. This document and any map included
herein are without prejudice to the status of or sovereignty over any territory, to the delimitationof international frontiers and boundaries and to the name of any territory, city or area.
Data in this country profile have been provided by countries to the database of the International
Traffic Safety Data and Analysis (IRTAD) Group. Where data has not been independently validatedby IRTAD, this is indicated.
Read more country profiles online:
https://www.itf-oecd.org/road-safety-annual-report-2023
Last updated: 25 July 2023

© OECD/ITF 2024

Cite this work as: ITF (2024), "Japan: Road Safety Country Profile 2023", OECD Publishing, Paris.

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