Silviase/jgov_v1.4_full_ann huggingface dataset:
CHAPTER 2 Maritime Transport ..... 36
1 Maritime Accident Trends ..... 36
1-1 Maritime accidents and rescues in 2004 ..... 36
1-2 Major constituents of 2004 maritime accidents ..... 36
2 Major Maritime Traffic Safety Measures in FY2004 ..... 37
2-1 Maritime environment enhancements ..... 37
2-2 Maritime safety campaigns ..... 37
2-3 Promotion of vessel safety ..... 37
2-4 Enhancement of other safety measures ..... 37
CHAPTER 3 Air Transport ..... 39
1 Air Traffic Accident Trends ..... 39
2 Major Air Traffic Safety Measure in FY2004 ..... 40
Focus Emergency Implementation of Nationwide Transport Safety Inspections ..... 41
— PART II —
TRAFFIC SAFETY MEASURES FOR IMPLEMENTATION IN FY2005 ..... 42
CHAPTER 1 Land Transport Safety ..... 42
Section 1 Road Transport Safety ..... 42
1 Road Environment Enhancements ..... 42
2 Implementation of the Road Traffic Safety Initiative ..... 43
3 Promotion of Safe Driving ..... 43
4 Improvement of Vehicle Safety ..... 43
5 Enhancement of Rescue Systems ..... 44
6 Improvement of Liability Security and Victim Support ..... 44
Section 2 Railway Transport Safety ..... 44
1 Railway Environment Enhancements ..... 44
2 Measures to Prevent Level Crossing Accidents ..... 44
CHAPTER 2 Maritime Transport Safety ..... 45
1 Safety Facility Enhancements ..... 45
2 Improvement of Traffic Information and Control ..... 45
3 Propagation of Maritime Safety Information ..... 45
4 Promotion of Vessel Safety ..... 45
CHAPTER 3 Air Transport Safety ..... 46
Air Traffic Safety Facility Enhancements ..... 46

Note: Since the figures in the graphs and tables were rounded to the nearest unit, the totals expressed may slightly differ from the sum of constituent figures.
# — PART I — TRAFFIC ACCIDENTS AND SAFETY MEASURES IN FY2004

## CHAPTER 1 LAND TRANSPORT

## Section 1 Road Transport

## 1 Road Traffic Accident Trends

## 1 -1 Long-term trends

The annual number of fatalities resulting from road traffic accidents in Japan peaked at 16,765 in 1970.

To address concerns about the alarming death toll on the nation’s roads, the Traffic Safety Policies Law was enacted in that same year. Based on the new law, in FY1971 the government began drawing up five-year plans, known as Fundamental Traffic Safety Programs, to comprehensively and systematically promote traffic safety improvements.

Annual road traffic fatalities began to fall steadily in 1971 until they were down to 8,466 in 1979. However, the yearly death toll started to rise in the following year, and continued to rise in most years until 1992, when a new declining trend began.

Changes in Road Traffic Accidents, Casualties and Fatalities

Notes: 1. Source: National Police Agency

2. Figures after 1966 do not include property-damage-only accidents.

3. Figures for Okinawa Prefecture were not included before 1972.
In 2004, the number of fatalities fell even further from the preceding year’s improved rate, dropping to 7,358. However, the year also recorded the worst levels ever in accidents and casualties, which rose to 952,191 and 1,190,478, respectively.

## 1 -2 Road traffic safety objectives

The number of road traffic accident fatalities in 2004, 7,358, represented a substantial decline from the improved rate recorded in 2003.

This success can be primarily attributed to the long-running nationwide efforts to implement a comprehensive set of measures under the Fundamental Traffic Safety Programs, including enhancement of the road traffic environment, widespread improvement of safety awareness, promotion of safer driving practices, advancement of vehicle safety, preservation of orderly road usage, and improvement of rescue systems. In addition, local communities, businesses, schools, families, and other non-governmental parties are seen as having played a significant role in reducing the death toll.

Other major factors behind the recent decline in fatalities include: (1) increased usage of seat belts, (2) lower pre-accident speeds, (3) the effect of the Initiative for Stricter Drunk Driving Penalties and Other Measures against Dangerous Driving, and (4) a decline in the rate of pedestrian casualties involving violations by the pedestrian.

Nevertheless, the incidence of road traffic accidents and injuries in 2004 rose above the preceding year’s levels, setting all-time highs for both categories. The overall rate of road deaths and injuries still remains at the deplorable rate of one in every 100 people.

In 2003 the government declared its goal to make Japan’s roads the “safest in the world” by bringing the annual number of road deaths below 5,000 in a ten-year period. There is also the need to reduce the incidence of road accidents and injuries.

One of the most effective strategies for the coming years will be to implement a package of safety measures under the seventh installment of the highly successful Fundamental Traffic Safety Program. There is also the need to take action with regard to senior drivers, who account for the highest ratio of fatalities. Specifically, this means carrying out an extensive set of measures based on the policies outlined in “On Comprehensive Traffic Safety Measures for the Elderly toward the Transition to the Full Scale of Aging Society,” a collection of senior driver safety guidelines adopted by the Task Force on Transportation in March 2003.

Scheduled to go into action in FY2006, the Eighth Fundamental Traffic Safety Program will play a vital role in making progress toward achievement of the aforementioned goal. This program will be implemented based on the results of the seventh program and opinions provided by specialists in transportation-related fields, particularly the expert panel of the Central Committee on Traffic Safety Measures.
Focus

## Selected Findings from the Policy Assessment of the Seventh Fundamental Traffic Safety Program

Below are some of the findings made by the Cabinet Office in its policy assessment of the Seventh Fundamental Traffic Safety Program (FY2001-2005), partially updated with recent data.

### I. Factors behind the Recent Decline in Fatalities

The decrease in traffic accident fatalities in recent years is attributable to the success of governmental measures aimed at improving the road traffic environment, propagating stronger awareness of the concept of safety, encouraging safe driving habits, ensuring vehicle safety, preserving order on the roads, enhancing rescue and emergency care services, and implementing other improvements. In statistically definable terms, the following measures represent major factors behind the fatality rate’s decline.

## (1) Measures against drunk driving and other dangerous driving

In the past decade the number of fatal accidents involving drunk driving has dropped by half. The improved fatality rate of recent years can be mostly ascribed to the success of the Initiative for Stricter Drunk Driving Penalties and Other Measures against Dangerous Driving, which went into effect in June 2002.

Number of Fatal Road Accidents, by Alcohol Consumption (as of end of each year)

Note: “Alcohol consumption” refers to whether alcohol was consumed prior to the accident by the primary-party driver (the driver most to blame for the accident or, when the parties involved share nearly fault, the driver that suffered the least harm). In this case, “driver” indicates operators of mopeds or other motorized vehicles.
## (2) Increased seat belt usage and the declining automobile occupant fatality rate

As shown in the graph below, the automobile occupant fatality rate (fatalities $ \neq $ casualties $ \times $ 100) has steadily declined while seat belt usage has risen. This suggests that the greater use of seat belts has helped to lower the fatality rate.

Seat Belt Usage and Automobile Occupant Fatality Rate (as of end of each year)

Notes: 1. Seat belt usage = seat belt-wearing automobile occupant casualties ÷ total automobile occupant casualties × 100

2. Automobile occupant fatality rate = automobile occupant fatalities ÷ automobile occupant casualties × 100
## (3) Lower hazard recognition speeds and the decline in fatalities

In terms of the hazard recognition speed (speed immediately before accident), the fatal accident rate was 0.4% for vehicles traveling at or under 50 km/h, 5.2% for over 50 km/h to 80 km/h, and 22.4% for over 80 km/h, indicating that the fatality rate rises with speed. As suggested by the graph below, the decline in pre-crash speeds can be considered a factor behind the decrease in fatalities.

Number of Traffic Accidents (by Hazard Recognition Speed) and Fatalities (as of end of each year)

Notes: 1. “Hazard recognition speed” refers to the speed at which an automobile or moped is traveling when the driver notices the hazard (moving or parked vehicle, pedestrian, safety barrier, utility pole or other obstacles, etc.).

2. The accident rate is for accidents occurring on general roads.
(4) Decreased violation-related pedestrian casualties and the decline in pedestrian fatalities

As indicated by the graph below, it can be inferred that the decrease in the percentage of violation-committing pedestrians is a factor in the declining number of pedestrian fatalities.

Violation-committing Pedestrian Casualties and Pedestrian Fatalities (as of end of each year)

Notes: 1. Pedestrian violation rate = violation-committing pedestrian casualties ÷ total pedestrian casualties × 100 2. The pedestrian violation rate excludes accidents where the vehicle was a bicycle or other light vehicle. Both primary-party and secondary-party pedestrians are included.

## (5) Decrease in deadly head-on collisions

In recent years, the incidence of rear-end collisions and other types of accidents with low fatality rates has risen, but the frequency of head-on collisions and other crashes with high fatality rates has declined in some cases or remained mostly unchanged in others. A variety of factors are believed to be responsible for the decrease in head-on collisions, one of which is the enhancement of the traffic safety infrastructure. This is exemplified, as shown in the graph below, by how the number of fatal head-on crashes has declined as more road medians have been constructed or extended.
### I I. Assessment of Policies

In assessing the Seventh Fundamental Traffic Safety Program, the Cabinet Office determined that the program’s traffic safety measures were effective in lowering the number of fatalities. For example, the goal of reducing the annual, 24-hour number of fatalities below 8,466 was achieved in the second fiscal year of the program. Moreover, the number of fatalities was brought below half of the 1970 level of 16,765.

One of the specific policies identified as a key factor in this reduction was the Initiative for Stricter Drunk Driving Penalties and Other Measures against Dangerous Driving. Following enactment of the Revised Road Traffic Law (June 2002), which includes the Initiative as one of its pillars, a significant decline occurred in the incidence of fatal accidents resulting from drunk driving, a major cause of deadly and otherwise serious accidents. It is thus believed that the revised legislation played an important role in reducing fatalities.

However, it goes without saying that the improved fatality rate was also the result of other policies, including measures aimed at improving the road traffic environment, propagating stronger awareness of the concept of safety, encouraging safe driving habits, ensuring vehicle safety, preserving order on the roads, and enhancing rescue and emergency care services.

Another notable finding made in the assessment is that safety measures related to the elderly seem to have performed inadequately. Although success has been achieved in reducing the number of senior fatalities, there has been a rise in the proportion of elderly people among all fatalities, and in the number of accidents in which seniors were the primary-party drivers (as operators of mopeds or other motorized vehicles). Since it takes some time for the effectiveness of safety measures to be demonstrated, the Cabinet Office has determined that it will be vital to step up the implementation of the various safety strategies based on the Task Force on Transportation’s “On Comprehensive Traffic Safety Measures for the Elderly toward the Transition to the Full Scale of Aging Society.” In addition, the Cabinet Office feels that since the number of road accident casualties has, unlike the number of fatalities, failed to decline, it is impossible to declare successful achievement of the goal to reduce the per-automobile number of casualties as much as possible. Consequently, further examination needs to be given to policies for preventing traffic accidents themselves.
## Focus

## Traffic Safety Awareness Survey

In FY2004, the Cabinet Office conducted a questionnaire survey on traffic safety awareness in order to collect information for developing the Eighth Fundamental Traffic Safety Program. Below is an overview of the survey.

## (1) Survey method

Survey staff members visited the home of each respondent to deliver a questionnaire and explain its content. Several days after delivery, the surveyors made another round of visits to collect the questionnaires. At that time they checked whether the respondents had appropriately replied to the questions, and requested responses to any unanswered items.

## (2) Target

The survey targeted male and female individuals aged 16 and older who fit the qualifications for holding a two-wheeled vehicle license. The respondents were selected nationwide at random using stratified multistage sampling of Basic Resident Registers.

(3) Samples: 2,105 questionnaires were collected.

(4) Period: Dec. 9-17, 2004

## Major Results

### 1. Traffic safety awareness

## (1) Perceptions of traffic accidents

Overall, the most frequently indicated response (76.5%) regarding perception of traffic accidents was “It is difficult to completely eliminate traffic accidents, but they should be reduced significantly.” This was followed by “Traffic accidents can and should be completely eliminated” (18.2%). This level of awareness suggests that pro-active implementation of traffic safety measures can reduce accidents. (See Figure 1.)

## (2) Perceptions of accident trends

Nearly half of the respondents replied that they think the trend in traffic accidents is headed in the negative direction. It may be that this attitude is more heavily influenced by the increases in traffic accidents and casualties than by the decrease in fatalities. (See Figure 2.)
Figure 1: Which of the following best represents your perception of traffic accidents? (single response)

Figure 2: In what direction is the trend in traffic accidents headed? (single response)

## (3) Current safety measures considered highly effective

Of the various safety measures currently being implemented, “effective guidance and enforcement” was the one most often selected by the respondents as being highly effective (63.9%). The second most common response was “thorough enforcement of seat belt and child safety seat usage” (58.3%). These results, juxtaposed with the low ranking of “promotion of citizen-involved traffic safety programs,” suggest that the public takes a passive attitude toward traffic safety. (See Figure 3.)

Figure 3: Which of the following measures do you think are highly effective? (three choices)
## (4) Traffic safety measures considered important for the future

With regard to traffic safety measures considered important for the future, the most common response was “improvement of the road traffic environment” (73.5%), which was selected nearly twice as often as the second-ranked response, “preservation of order on the roads” (36.8%). In comparison with the results shown in Figure 3 (assessment of current measures), the rate of selection for “improvement of the road traffic environment” was much higher as a future concern than as a current subject of interest (73.5% versus 49.8%). It can be inferred from this that there are high expectations for the future implementation of this measure. (See Figure 4.)

Figure 4: Which of the following measures do you think are important for the future? (three responses)
### 2. Road accident risk

When asked to state the daily amount of time they spend on the road, the largest percentage of respondents indicated “at least 1 hour but less than 2 hours” (36.2%). The second most frequent response was “less than 1 hour” (21.8%). The average time for all respondents who gave a reply was 2 hours, 0 minutes. (See Figure 5.)

Figure 5: How much time do you spend on the road every day?
Based on the results of this survey, the risk of dying in a traffic accident (“road risk”) computes to be nearly 4.2 times larger than the risk of dying in an off-road accident (“off-road risk”).

Total accident fatalities: 38,714 (Ministry of Health, Labor and Welfare, 2003)

Road traffic accident fatalities: 10,645 (computed from MHLW data)

$$ \begin{aligned}\frac{}{}\quad&=\quad\frac{\frac{10,645 fatalities}{2hrs}}{\frac{38,714 fatalities-10,645 fatalities}{24hrs-2hrs}}&=4.2times\end{aligned} $$

When time asleep (7 hours and 42 minutes, as determined in 2001 for population 15 and older by the Ministry of Internal Affairs and Communications) is subtracted from time spent on off-road activities, the risk ratio computes as:

10,645 fatalities

<路risk>	路risk
<off-road risk,excl. sleep>	excl. sleep
## 2 Road Traffic Accident Statistics for 2004

## 2 -1 Overview

Road traffic accidents	952,191
Casualties (Fatalities + Injuries)	1,190,478
Injuries	1,183,120
Fatalities (within 24 hours of the accident)	7,358
Fatalities (within 30 days of the accident)	8,492

## 2 -2 Casualties: By age group

People aged 65 and older had the largest number of road fatalities of any age group, 3,046, accounting for more than 40% of all fatalities. This was the twelfth year in a row that this segment has remained at the top.

Compared with the preceding year, the number of fatalities declined for all age groups, except the 30-39 bracket. The decrease was largest for the 16-24 range (down 108).

The number of injuries was highest for 16-24 year-olds, 230,506, representing 19.5% of the total. Compared with 2003 figures, injuries sharply decreased for the 16-24 group (down 9,419) and the 25-29 group (down 5,184), but drastically rose for the 30-39 group (up 6,914) and the 65 and older group (up 4,342).

Changes in Traffic Accident Fatalities, by Age Group

Notes: 1. Source: National Police Agency

2. Figures in parentheses show percentage (%) of fatalities by age group.
Notes: 1. Source: National Police Agency

2. Figures in parentheses show percentage (\%) of injuries by age group.
## 2 -3 Casualties: By mode of transportation

In terms of the mode of transportation used by the accident victim, automobile occupants accounted for the largest number of fatalities, 2,918 (39.7% of total), and the largest number of injuries, 735,987 (62.2% of total).

Changes in Traffic Accident Fatalities, by Mode of Transportation

Notes: 1. Source: National Police Agency (figures for "Other" omitted)

2. Figures in parentheses show percentage (%) of fatalities by mode of transportation.

Changes in Traffic Accident Injuries, by Mode of Transportation

Notes: 1. Source: National Police Agency (figures for "Other" omitted)

2. Figures in parentheses show percentage (%) of injuries by mode of transportation.
## 2 -4 Fatalities: By seat belt usage

A total of 1,592 automobile occupants were killed in accidents while not wearing seat belts. This represented a decrease of 83 (5.0%) from the preceding year.

The fatality rate (ratio of fatalities to total casualties) for seat belt wearers was approximately eleven times lower than that for non-wearers.

Changes in Automobile Occupant Fatalities, by Seat Belt Usage

Notes: 1. Source: National Policy Agency

2. Figures in parentheses show percentage (%) of fatalities by seat belt usage.

Changes in Automobile Occupant Fatality Rates, by Seat Belt Usage; Usage of Seat Belts by Automobile Occupant Casualties
## 2 -5 Child fatalities and child safety seat usage

A total of 41 children under age six were killed while riding in an automobile, up 10 from the level of the preceding year. Of the 15 deaths that occurred in vehicles not heavily damaged, 3 children were restrained in child safety seats, and 12 were not.

## 2 -6 Annual, weekly, daily accident/fatality peaks

The month with the highest number of accidents and fatalities was December.

Fatal accidents occurred more frequently on Saturday than on other days.

Nighttime accidents accounted for 28.1% of all accidents, and for 52.1% of all fatal collisions. The nighttime fatality rate (fatal crashes per 1,000 accidents) was 2.8 times higher than that for the daytime.

## 2 -7 Fatal accidents caused by primary party

The number of fatal accidents in which automobile drivers are the primary party $ ^{1} $ continued its slow downward trend. However, the number of primary-party drivers aged 65 and older was 2.91 times the level in 1989.

Changes in Fatal Accidents Caused by Primary-party Automobile Drivers (Young and Elderly)

Notes: 1. Source: National Police Agency

2. Index figures are based on 1989 (= 1).
## 3 Major Road Traffic Safety Measures in FY2004

## 3 -1 Road environment enhancements

## Promotion of the Provision of Traffic Safety Facilities

In FY2004 the government aggressively pursued the following projects for enhancing the traffic safety infrastructure, in line with the “Priority Plan for Social Infrastructure Development.”

(1) Intensive accident prevention measures were implemented at intersections and road sections that were designated as “black spots” in 2003 for having a high incidence of casualty-inflicting accidents. Aimed at reducing the number of these accidents at each site by approximately 30% by FY2007, this project was supported by prefectural public safety commissions and road management agencies. In addition, the project team created a “Road Safety Manual for Hazardous Spots” $ ^{1} $ implemented scientific measures against accidents in black spots and other dangerous areas, and developed an accident countermeasure database.

(2) In the Safe Pedestrian Area project, the coordinators, with the cooperation of prefectural public safety commissions and road management agencies, continued to implement comprehensive, wide-area accident prevention measures in residential and commercial districts that were designated as target areas in 2003 for having high accident casualty rates. The goal of the program is to reduce casualty-inflicting accidents in the designated areas by approximately 20% overall and approximately 30% for pedestrians and bicycle riders by FY2007.

(3) In order to help seniors and disabled people lead independent, socially active lives, projects were implemented to develop broad, level walkways and install barrier-free signals in areas around train stations and other public facilities. Other efforts included the elimination of utility poles, conversion of traffic signals to LED lighting, and enhancements to road signs and markings to make them more visible to elderly motorists.

## Development of Intelligent Transport Systems

In accordance with the Comprehensive ITS (Intelligent Transport Systems) Initiative formulated in 1996, R&D, field tests, infrastructural development, and other endeavors were carried out to develop ITS, which use advanced information technology to integrate people, roads, and vehicles into a unified system to improve safety, transport efficiency, and other aspects of road traffic.

(1) Further progress was achieved with the deployment of VICS (Vehicle Information and Communication System), which provides real-time information on traffic congestion and other travel conditions to automobile navigational systems. As a result of this effort, the number of VICS-compatible navigational units climbed above the ten million mark by the end of July 2004.

(2) Progress has also been made in the UTMS (Universal Traffic Management Systems) project,