Silviase/jgov_v1.4_full_ann huggingface dataset:
which is aimed at preserving road safety and convenience through active, comprehensive management of traffic flow and volume. Advances include system enhancements and deployment of roadside infrared beacons, which measure traffic and relay information between navigational devices and traffic control centers.

In addition, the project team performed a demonstration experiment of a new signal control system at the 11th ITS World Congress, which was held October 18-24, 2004 in Nagoya. The demonstration showcased the new technology to visitors from around the world, and helped perk interest in ITS.

(3) R&D efforts continued to be focused on the rapid development and deployment of a triad of innovative road technologies: ITS-compliant next-generation “smartway” roads, “smart gateways” for advanced communication between automobiles and roadside systems, and high-speed “smart cars.”

## 3 -2 Implementation of the Traffic Safety Initiative

## Traffic safety education for seniors

With the cooperation of local governments and organizations, a variety of traffic safety education programs were offered to seniors who do not hold driver's licenses, attend social clubs, or engage in other public activities that provide opportunities to receive safety guidance. These community-based programs included visits by instructors to the residences of elderly people living along roads with a high incidence of traffic accidents, and traffic accident prevention advice given through doctors and other professionals who have frequent contact with seniors.

In addition, projects were pursued to improve safety awareness among the elderly through peer-to-peer instruction, such as efforts to actively promote the establishment of traffic safety committees at seniors' clubs and nursing homes, and the training of Silver Leaders (instructors who provide safety education to seniors). Other such projects included the creation of “Hiyari Maps” (maps of near-miss spots) with the involvement of seniors' clubs, and the provision of guidance and assistance to locally led initiatives, such as hands-on training courses for senior motorists and seminars on the safe use of electric wheelchairs, which are recently becoming more prevalent.

The “Citizen-involved Project to Promote Traffic Safety Education for Seniors” was continued to train Silver Leaders as promoters of sustained safety education for seniors that is oriented toward involvement, hands-on experience, and personal practice. In addition, the program coordinators launched a new initiative, the “Central Training Program for Silver Leaders,” to improve Silver Leaders’ skills in nurturing new sub-leaders. The coordinators also ran the ongoing “Traffic Safety Awareness Program for Seniors,” which included the “Cross-generation Sharing Project,” in which people of all generations gathered to share their knowledge and concerns regarding traffic safety, as well as the “Senior Home Visit Project,” in which traffic safety guidance is provided at home to seniors unable to attend safety seminars.

Awareness-raising efforts aimed at ensuring that proper safety advice is given at the home
were made through the Traffic Safety Mothers and other groups.

## Education on seat belt and child safety seat usage

Efforts were made to raise awareness regarding the benefits of seat belts and provide instruction on their correct usage through various outlets, such as traffic safety seminars and campaigns.

In response to the common problem of incorrectly fastened child safety seats, promotional activities were conducted in conjunction with the spring and fall Nationwide Traffic Safety Campaigns and other events, and workshops on correct usage were sponsored at obstetrics/gynecology clinics, kindergartens, nursery schools, and other venues.

## 3 -3 Promotion of safe driving

## Enhancement of measures for senior drivers

All drivers aged 70 and older are required to attend senior drivers' courses, which require participants to operate an automobile and undergo testing with aptitude testing machines. The purpose of these courses is not only to check the participants' driving abilities, but also to have them directly recognize changes that have occurred in their physical faculties. The participants are also given advice and guidance based on the results of their evaluations. These courses were attended by 1,263,372 seniors in 2004.

## 3 -4 Improvement of vehicle safety

## I mprovement of vehicle recall systems

The government strengthened its efforts to monitor vehicle safety by bolstering its system for collecting vehicle defect information from users via a hotline service and accident information from the police, JAF, and other relevant organizations, and by conducting focused audits of suspect manufacturers. In addition, the government established a recall investigation office and created a system for corroborative testing.

## 3 -5 Preservation of order on the road

## Tougher measures against motorcycle gangs

The government toughened its laws with respect to motorcycle gangs, including regulations prohibiting dangerous group activity, and held a “Motorcycle Gang Crackdown Period” in June.

Enacted in November 2004, the “Law to Partially Revise the Road Traffic Law” (Law No. 90 of 2004) implemented a number of changes to control dangerous behavior by motorcycle gangs, including making annoying acts subject to punishment even when no lives are put to risk, toughening penalties against operating a vehicle without a functioning muffler, and establishing
penalties for noisy driving. In response, authorities began cracking down on violations of the new regulations.

## 3 -6 Enhancement of rescue systems

## Emergency life guard training

As of the end of 2004, there were 27,365 people qualified as emergency life guards capable of handling airway management, establishing IV lines, and performing other physician-directed first aid techniques on cardiopulmonary arrest victims en route to a medical center.

## Expansion of emergency contact system

In accordance with the UTMS (Universal Traffic Management Systems) project and other initiatives, efforts were made to accelerate rescue and cleanup responses to traffic accidents and other road emergencies by further expanding HELP (Help systems for Emergency Life saving and Public safety), a GPS-based system designed to improve the rescue success rate by allowing accurate accident information (location, etc.) to be instantly sent via mobile phones and other communicators.

In order to reduce the response time and collision risk of ambulances en route to accident sites, work was continued on the development of FAST (Fast Emergency Vehicle Preemption Systems) for assisting emergency vehicle drivers, including automatic control of traffic signals to give them immediate right-of-way.

## 3 -7 Improvement of liability security and victim support

## Promotion of accident victim support measures

This project is aimed at aiding traffic accident victims by developing a safe, stress-free traffic environment based on the public’s mutual support. Project activities include: (1) creation of manuals and videos for support providers, (2) development of systems and networks to support the establishment of self-help groups to help victims recover from emotional trauma, and (3) sending of project specialists overseas to receive advanced training.
Focus

## Bolstering of the Recall System

### 1. Recall system overview

The government’s system for automobile recall identifies certain automobile models whose structure, parts, or functions are non-compliant or are suspected of being non-compliant with the Road Trucking Vehicle Law Safety Standards, a set of standards for preserving road safety and protecting the environment. When the cause of the flaw lies in the design or manufacturing process, the government orders the manufacturer to make the necessary ameliorations to vehicles already sold to bring them up to standard.

### 2. Number of recall reports

In FY2004 automakers filed 438 recall reports for nearly 7,570,000 defective vehicles. Both numbers represent the highest figures recorded since the government began requiring the reports in 1969, and drastically surpassed the previous record-breaking levels of FY2003 (204 reports, approx. 4,420,000 vehicles). It should be noted, however, that this rise was influenced in part by the discovery of defect cover-ups, falsified reporting, and other illegitimate activity perpetrated by a certain automaker.

Number of Recall Reports and Number of Vehicles Affected

### 3. Measures to prevent illegitimate practices

In January 2003, the Ministry of Land, Infrastructure and Transport established a recall order system, additional penal measures, and larger fines as part of an effort to ensure proper recall of defective vehicles. When the ministry discovered last year that an automaker guilty of illegitimate practices regarding flawed vehicles in 2000 had once again
committed recall violations, it decided to implement the following measures to make the recall system work quicker and more effectively.

(1) Enhancement of information gathering

• Obligation for vehicle manufacturers to regularly report vital safety-related information

- Sharing of information between the National Police Agency, JAF, public road corporations, vehicle safety-related agencies in other countries, etc.

- Improvement of ability to collect information from users by publicizing the government’s defect hotline

(2) Reinforcement of auditing system

- Strengthening of intensive audits of suspect manufacturers, focused audits based on comprehensive data analysis, dealer audits, etc.

(3) Performance of technical testing

- In addition to document inspection, perform checking and testing of suspect vehicles at the National Traffic Safety and Environment Laboratory

(4) Development of empirical defect review system

- Development of a system in which experts conduct empirical, overall review and assessment of vehicle problems suspected to result in fatal accidents, vehicle fires, etc.
Focus

# Revision of Penalties against Mobile Phone Use and Other Dangerous Driving Behavior

Promulgated on June 9, 2004, the Law to Partially Revise the Road Traffic Law (Law No. 90 of 2004) includes among its changes a new set of penalties for mobile phone use while driving, tougher measures against motorcycle gangs, and stricter penalties against drivers who refuse to take sobriety tests. The following is a description of the content and enforcement of some of these revisions, which took effect on November 1, 2004.

### 1. Revisions

## (1) Revised penalties against mobile phone use and other distractions to driving

In response to the growing problem of automobile and moped operators using mobile phones or other distracting devices while driving, the government revised the Road Traffic Law in 1999 to include a regulation prohibiting drivers from using wireless communication devices for conversation or fixing their eyes on image display devices while the vehicle is in motion. In addition, the revision stipulated that violators causing a traffic hazard were to be imprisoned for up to three months or fined up to ¥50,000.

Immediately after the revision went into force on November 11, 1999, there was a sharp decline in accidents resulting from the use of mobile phones or other distracting devices. However, the deterrent effect of the tougher legislation eventually began eroding, with the number of such accidents in 2003 rebounding to a level nearly double that of 2000.

Consequently, the new revisions now stipulate a fine of up to ¥50,000 for simply holding a wireless communication device to engage in conversation or holding an image display device and fixing one’s eyes on the screen.

Moreover, violations are now subject to the Traffic Infraction Notification System, in which infraction fees are levied at a rate of ¥7,000 on large motor vehicle operators, ¥6,000 on ordinary automobile/motorcycle operators, and ¥5,000 on moped operators.

## (2) Tougher measures against motorcycle gangs

The revised law prohibits the act of reckless driving in groups, and subjects violators to

immediate arrest. Also, it establishes penalties for jackrabbit starts, sudden acceleration, repeated engine revving, and other noisy behavior, and toughens the existing penalties for operating a vehicle without a functioning muffler.

## (3) Stricter penalties against sobriety test refusal

Another change implemented in the revised law is the establishment of stricter penalties against drivers who refuse take sobriety tests.
#### 2. Enforcement of new revisions (effective Nov. 1, 2004)

## (1) Number of violations (first 5 months)

Nov. 2004-Mar. 2005	Change from same time in preceding year
Prohibited use of mobile phone, etc. (holding) $ ^{*} $	114,627 violations	—
Sobriety test refusal	207 violations	+25 violations
Reckless group behavior, etc.	110 violations, 1,434 persons (immediate arrests: 97 persons)	+27 violations +30 persons
Portion subject to revised regulations	83 violations, 600 persons (immediate arrests: 97 persons)	—
Noisy vehicle operation	73 violations	—
Lack of functioning muffler	1,131 violations	-84 violations

$ ^{*} $ Note: Data for Nov. and Dec. 2004 are from special surveys conducted by each prefecture. Data for Jan.-Mar. 2005 were compiled by the National Police Agency.

## (2) Number of accidents related to mobile phone use while driving (first 2 months)

2004	2003
Nov.	Dec.	Nov.	Dec.
Accidents	108	109	202	221
Fatalities	2	2	1	5
Injuries	136	139	308	280
## Section 2 Railway Transport

## 1 Railway Traffic Accident Trends

The number of railway operational accidents $ ^{1} $ has continued its long downward trend, with 782 incidents occurring in 2004. This steady decline can be attributed to the success of a comprehensive set of safety initiatives, including the implementation of measures for preventing crossing accidents, the installation and upgrading of operational safety systems, improvements to controllers, and higher crew training standards.

A total of 663 casualties (including 299 fatalities) resulted from the operational accidents, representing an 11.0% drop from the preceding year.

Almost half of the operational accidents occurred at crossings (373), but this figure has been decreasing over the long run.

There were two major accidents during the year, a JR West derailment on June 2, and a Kosaka Seiren derailment on November 9.

Changes in Railway Operational Accidents and Casualties

2. Fatalities are defined as deaths occurring within 24 hours of an accident.
Postscript: Two major accidents occurred in March 2005: a derailment on Tosa Kuroshio Railway’s Sukumo Line, and a crossing accident on Tobu Railway’s Isezaki Line. The details are as follows.

1. Tosa Kuroshio Railway accident: At around 8:41 p.m. on March 2, a 3-car express failed to brake as it arrived at Sukumo Station (the terminus), ran over a train barrier, and collided with a station wall, resulting in the derailment of the first two cars, the death of the driver, and injuries to nine passengers and the conductor.

On March 3, the Ministry of Land, Infrastructure and Transport (MLIT) issued a notice to relevant railway operators, advising them to take steps to prevent similar accidents from occurring by inspecting their terminal protection systems and their train operation at terminal stations, and by taking other actions necessary to ensure safety. On March 29, MLIT issued a second notice to the operators to request them to formulate and promptly implement plans for upgrading the function of Automatic Train Stop (ATS) systems at the terminuses of railway sections where high-speed travel occurs.

2. Tobu Railway accident: At around 4:50 p.m. on March 15, the operator of a manually controlled crossing gate at Takenotsuka Station, opened the gate as a train approached. The train hit four pedestrians in the crossing, killing two and injuring the other two.

On March 16, MLIT sent notices to operators of railways with manually operated crossing gates, instructing them to exercise greater caution to prevent similar accidents in the future. In addition, MLIT advised them to develop, through discussion with local authorities, appropriate measures for running Class 1 manually operated crossings that often stay closed for long periods due to heavy railway traffic.
## The JR West Fukuchiyama Line Derailment

On April 25, 2005, a catastrophic derailment occurred on the Fukuchiyama Line operated by West Japan Railway Co. (JR West), killing 107 people and injuring 460 others (as reported by the Fire and Disaster Management Agency, April 30).

### 1. Accident

At approximately 9:18 a.m. on April 25, the first five cars of a 7-car, rapid-service commuter train traveling between Amagasaki Station and Tsukaguchi Station on the Fukuchiyama Line derailed and collided with the ground-level portion of an apartment building on the left side of the tracks.

### 2. Response by Authorities

Immediately following the accident, MLIT established at its Kinki District Transport Bureau a “Fukuchiyama Line Accident Task Force” (led by the bureau’s Director-General), and dispatched two bureau officers to the site of the derailment. MLIT also set up another Fukuchiyama Line Accident Task Force (led by the Minister) at its headquarters, and the Minister, the Parliamentary Secretary, the Railway Bureau’s Director-General, and two officers went to the accident scene. The Parliamentary Secretary remained at the site to coordinate the ministry’s response until rescue operations ended on April 28.

In the days up to and including April 28, more than 1,000 man-days were spent on the extraction and evacuation of the victims. The rescue workers included members of the Amagasaki Fire Department, various fire headquarters in Hyogo Prefecture, and emergency fire and rescue units of neighboring prefectures that were dispatched by the Fire and Disaster Management Agency’s Director-General in response to a call for assistance from the Governor of Hyogo Prefecture.

The National Police Agency created its own task force, which began coordinating between the relevant prefectural police departments regarding special deployment of their interprefectural emergency rescue units. Guided by these coordinating efforts, the Hyogo Prefectural Police assisted rescue operations, controlled area traffic, and provided victim support with a force representing nearly 6,800 man-days (in the days up to and including April 28). The police personnel included members of Osaka Prefecture’s interprefectural emergency rescue unit. The Hyogo Prefectural Police also set up an investigative task force that started looking into the cause of the accident on April 25.

The Ministry of Health, Labor and Welfare helped to track hospital availability and coordinate transportation of injured survivors. The Osaka National Hospital and the Japanese Red Cross Society dispatched medical teams and relief squads to the accident site.

Authorities started providing emotional care to the survivors through doctors and mental health counselors at hospitals and other venues, and are implementing measures for
continued medical and psychological care.

The Aircraft and Railway Accidents Investigation Commission sent two Members of the Commission and five accident investigators to the site on April 25 to determine the cause of the accident. On April 26, two more Members of the Commission and one technical adviser were added to the on-site team.

On April 25, MLIT issued to JR West a warning concerning its failure to maintain railway safety, and sent notices to operators of public land, maritime, and air transport services advising them to thoroughly implement safety measures.

On April 28, MLIT ordered JR West to formulate a safety improvement plan, and created a ministry team for studying measures to prevent the occurrence of similar derailments in the future.

On May 6, MLIT issued notices to public and major private railway operators (including JR) directing them to carry out full inspections of their timetables, trains, Automatic Train Stop (ATS) systems, and other railway equipment.

On May 9, MLIT’s Fukuchiyama Line Accident Task Force resolved that MLIT should require the improvement of ATS systems to prevent speeding at sharply curved sections of railways, and should launch a study of the system of railway driver qualifications.
## 2 Major Railway Traffic Safety Measures in FY2004

## 2 -1 Railway environment enhancements

## I nspection and enhancement of railway structures

In order to prevent damage to railway structures from landslides, falling rocks, avalanches, and other natural forces, this program promoted the enhancement of disaster prevention systems, and called upon railway operators to regularly perform maintenance and repairs.

In order to ensure safe travel on smaller regional lines, the operators were asked to maintain and repair facilities and trains in accordance with a safety enhancement plan that was formulated based on the results of an emergency safety assessment conducted in FY2002 and 2003.

In another effort, the elimination of mobility barriers at railway stations was further promoted to improve the level of safety for seniors and disabled people. This included the elimination of bumps and level differences, and the installation of fall prevention fittings.

## Reinforcement of earthquake resistance

In order to ensure the earthquake resistance of railway structures, railway operators were instructed to comply with the Earthquake Resistant Design Code (1998) with regard to current and future construction projects, and reinforce the earthquake resistance of existing structures, including railway overpasses.

## Promotion of subway fire prevention measures

Operators of subway stations not compliant with the Standards for Fire Prevention in Subways as of the end of FY2003 were ordered to implement the enhancements necessary for bringing the stations into compliance within five years. As a means of encouraging further safety enhancements, a “Subway Fire Prevention Facility Improvement Program” was launched last year to provide subsidies on installation of escape routes and smoke ventilation systems, which entails large-scale construction work.

## 2 -2 Measures to prevent level crossing accidents

Based on the Law for Promotion of Level Crossing Improvement and the Seventh Comprehensive Level Crossing Accident Prevention Initiative, projects were implemented to replace level crossings with overpasses or underpasses, carry out structural improvements, and install new safety equipment.

As of the end of FY2003, 2,255 sites requiring overpass/underpass construction, 3,988 sites requiring structural improvement, and 27,664 sites requiring new safety equipment were designated for improvement under the above law, and work was continued to accomplish these improvements.

At the same time, efforts were continued to combine and eliminate certain crossings. As of the end of FY2003, the nationwide total number of level crossings had been reduced to 35,895.