Silviase/jgov_v1.4_full_ann huggingface dataset:
内(金) 91

要求
番号	事項	前
予
算
度
额	2
7
年
度
概算
要求
额	对
前
年
度
比
较
增
△
减	備
考
95016-2123-09-1040 情報処理業務庁
費	1,079	506	△	573	·檢查局
(1) 雑役務費
·保守·更新經費
·職員向付研修費
·2) 前年度限りの経費(消耗品費)
·ソフトウェア購入経費
(説 明)
電話的記錄の復元や保全、専門的解析に必要な経費
檢查局
(1) 消耗品費
·ソフトウェアライセンス等
(2) 雑役務費
·機器保守等
·檢查局
·前年度限りの経費(雑役務費)
·電話的記錄の復元及び解析に必要な経費
·導入経費
(説 明)
金融機能強化法に基づく資本損失の審査等に必要
な経費
(説 明)
·資本損失に関するFA契約(線越明許費)
·自己資本比率規制に係る承認審査に対応したシステムの選用・保守等に係る経費
·監督局
(1) 借料及び損料
·ハードウェア等リース料[24年度国库儲務負担行為]
·0152,900円 12月 1.08
(2) 雑役務費
·システム保守
·(1) 統計分析ソフトのライセンス更新費用
·(2) 前年度限りの経費(エクセルツール改修費用)
0(2,733)
021 デジタルフォレンジック
関連システム経費
01 運 用 経 費
95016-2123-09-1040 情報処理業務庁
費	7,978	4,771	△	3,207
06 開発経費(導入経費)
95016-2123-09-1040 情報処理業務庁
費	4,836	4,771	△	65	(説 明)
電話的記錄の復元や保全、専門的解析に必要な経費
檢查局
(1) 消耗品費
·ソフトウェアライセンス等
(2) 雑役務費
·機器保守等
·檢查局
·前年度限りの経費(雑役務費)
·電話的記錄の復元及び解析に必要な経費
·導入経費
(説 明)
金融機能強化法に基づく資本損失の審査等に必要
な経費
(説 明)
·資本損失に関するFA契約(線越明許費)
·自己資本比率規制に係る承認審査に対応したシステムの選用・保守等に係る経費
·監督局
(1) 借料及び損料
·ハードウェア等リース料[24年度国库儲務負担行為]
·0152,900円 12月 1.08
(2) 雑役務費
·システム保守
·(1) 統計分析ソフトのライセンス更新費用
·(2) 前年度限りの経費(エクセルツール改修費用)
·0(2,733)
006 監督局 経 費
016 金融機能強化法に基づく
資本損失の審査等に必要
な経費
95016-2129-06-0110 諸 討 金
021 自己資本比率規制の国内
実施に係る必要な経費
01 運 用 経 費
95016-2123-09-1040 情報処理業務庁
費	56,669	55,238	△	1,431
021 自己資本比率規制の国内
実施に係る必要な経費
01 運 用 経 費
95016-2123-09-1040 情報処理業務庁
費	51,429	50,000	△	1,429	·監督局
·資本損失に関するFA契約(線越明許費)
·自己資本比率規制に係る承認審査に対応したシステムの選用・保守等に係る経費
·監督局
·2,734
06 開発経 費	5,240	2,506	△	2,734	·監督局
(1) 借料及び損料
·ハードウェア等リース料[24年度国库儲務負担行為]
·0152,900円 12月 1.08
(2) 雑役務費
·システム保守
·(1) 統計分析ソフトのライセンス更新費用
·(2) 前年度限りの経費(エクセルツール改修費用)
·0(2,733)
内(金) 92

要求
番号	事 项	前 年 度 算 期	2 7 年 度 概 算 要 求 额	对 前 年 度 比 较 增 △ 减	借 考
95016-2123-09-1040 情報処理業務庁費	0	2,732	2,732	·監督局
·雑役務費
·エクセルツール改修費用 2,732(0)
011 金融システムの安定確保
に必要な経費
001 金融危機管理経費
95016-2129-06-0110 諧 討 金	42,120	42,120	0	(説 明)
金融被綻処理及び金融危機管理等に必要な経費
·監督局
·FA契約 019,500,000円 2社 1件 1.08 42,120(42,120)
表1-2 2010年度 第2期 麻しん風しんワクチン接種率全国集計結果 2011年3月31日現在、最終評価順位は麻しんワクチン接種率⑤に基づく

2010年度 第2期

順位	都道府県	第2期
麻しん風しんワクチン接種対象者数(人):①	MRワクチン接種者数(人):②	麻しん单抗原ワクチン接種者数(人):③	風しん单抗原ワクチン接種者数(人):④	麻しんワクチン接種率(%) :⑤=(②+③)/①×100	風しんワクチン接種率(%) :⑥=(②+④)/①×100
合計	1,110,535	1,023,749	192	156	92.2	92.2
1	新潟県	19,358	18,762	2	0	96.9	96.9
2	秋田県	7,945	7,631	0	0	96.0	96.0
3	島根県	6,064	5,799	0	1	95.6	95.6
富山県	9,388	8,975	0	0	95.6	95.6
福井県	7,341	7,017	0	0	95.6	95.6
6	京都府	21,798	20,765	1	2	95.3	95.3
7	愛媛県	11,931	11,342	3	1	95.1	95.1
8	香川県	9,132	8,675	1	0	95.0	95.0
9	長野県	19,348	18,235	7	3	94.3	94.3
和歌山県	8,187	7,716	1	0	94.3	94.2
11	山形県	9,780	9,207	0	0	94.1	94.1
岩手県	10,839	10,199	0	0	94.1	94.1
13	愛知県	70,453	66,094	10	6	93.8	93.8
熊本県	16,257	15,251	1	0	93.8	93.8
茨城県	26,397	24,744	4	5	93.8	93.8
16	群馬県	18,268	17,123	3	2	93.7	93.7
岡山県	17,659	16,543	5	4	93.7	93.7
三重県	16,830	15,765	1	1	93.7	93.7
19	青森県	11,061	10,355	2	2	93.6	93.6
20	徳島県	6,345	5,929	0	0	93.4	93.4
石川県	10,394	9,710	0	0	93.4	93.4
埼玉県	63,187	58,981	7	10	93.4	93.4
23	栃木県	17,926	16,658	1	2	92.9	92.9
佐賀県	7,931	7,362	5	3	92.9	92.9
25	福岡県	44,399	41,164	1	2	92.7	92.7
26	鳥取県	5,180	4,786	0	0	92.4	92.4
長崎県	12,394	11,446	1	0	92.4	92.4
28	山梨県	7,469	6,889	1	0	92.2	92.2
静岡県	34,140	31,469	2	2	92.2	92.2
30	大分県	10,108	9,311	0	1	92.1	92.1
31	千葉県	55,152	50,743	5	8	92.0	92.0
岐阜県	19,041	17,510	4	2	92.0	92.0
広島県	25,579	23,518	3	3	92.0	92.0
34	北海道	42,713	39,246	6	9	91.9	91.9
35	兵庫県	50,410	46,196	5	8	91.7	91.7
36	宮城県	19,687	18,012	0	0	91.5	91.5
滋賀県	14,194	12,978	4	6	91.5	91.5
38	宮崎県	10,183	9,311	0	0	91.4	91.4
39	奈良県	12,084	11,022	1	2	91.2	91.2
40	山口県	11,998	10,934	1	1	91.1	91.1
41	大阪府	77,225	70,136	23	21	90.9	90.8
42	高知県	5,900	5,341	0	0	90.5	90.5
43	沖縄県	16,447	14,871	3	1	90.4	90.4
鹿児島県	15,161	13,701	0	0	90.4	90.4
45	福島県	17,894	16,162	0	0	90.3	90.3
46	東京都	99,650	89,746	18	26	90.1	90.1
47	神奈川県	79,708	70,419	60	22	88.4	88.4

※ 各接種率は、小数点第二位以下を四捨五入
## 第2部

## 海上交通の安全についての施策

## 第1節 海上交通環境の整備

船舶の大型化，高速化，海域利用の多様化，海上交通の複雑化等を踏まえ，船舶の安全かつ円滑な航行，港湾における安全性を確保するため，航路，港湾，漁港，航路標識等の整備を推進するとともに，海図，水路誌，リアルタイム海潮流データ等の安全に関する情報の充実及びITを活用した情報提供体制の整備を図る。

海上交通に影響を及ぼす自然現象について，的確な実況監視を行い，適時・適切に予報・警報等を発表・伝達して，事故の防止及び被害の軽減に努めるとともに，これらの情報の内容の充実と効果的利用を図るため，第1部第1章第3節で述べた施策を講じる。また，波浪や高潮の予測モデルの運用及び改善を行うとともに，海上における遭難及び安全に関する世界的な制度（GMDSS）において最大限有効に利用できるよう海上予報・警報の精度向上及び内容の改善を図る。

国際航海船舶及び国際港湾施設の保安の確保等に関する法律（平16法31）に基づく国際港湾施設の保安措置が適確に行われるように実施状況の確認や人材育成等の施策を行うとともに，港湾施設の出入管理の高度化等を進め，港湾における保安対策を強化する。

1 交通安全施設等の整備

2 海上交通に関する情報提供の充実

3 高齢者，障害者等に対応した旅客船ターミナル等の整備

4 港湾の保安対策の推進

## 第2節 海上交通の安全に関する知識の普及

海上交通の安全を図るためには，海事関係者のみならず，マリンレジャー愛好者，更には広く国民一人一人の海難防止に関する意識を高める必要がある。そのため，あらゆる機会を通じて，海難防止思想の普及に努める。

## 第 3 節 船舶の安全な運航の確保

海事関係者の知識・技能の維持向上や安全な運航に係る体制を確立することにより，船舶の運航面からの安全の確保を図る。

そのため，船員，水先人，旅客船事業者及び内航海運業者の資質の向上，船舶の運航管理等の充実に関する運航労務監査の強化，外国船舶の監督の推進，重大事故発生時の再発防止対策等を実施するとともに，事業者の経営トップの主体的な関与の下，現場を含む組織が一丸となって安全管理体制を構築し，国がその実施状況を確認する「運輸安全マネジメント制度」の充実を図る。また，船舶所有者が自主的に船員災害に係るリスクアセスメントとPDCAサイクルという一連の過程を定めて継続的な改善を行うさらに，各種船舶の特性や海難の実態に即したより具体的，より効果的な安全指導を行う。

1 海難防止思想の普及

2 外国船舶に対する情報提供等

ことにより安全衛生水準の継続的かつ段階的な向上を図る「船内労働安全衛生マネジメントシステム」のガイドラインの普及促進等を図る等，船員災害防止に向けた計画的な取組を行う。

海難の再発防止や被害の軽減に資するよう，引き続き的確な原因究明を行う。

1 船舶の運航管理等の充実

2 船員の資質の確保

3 船員災害防止対策の推進

4 水先制度による安全の確保

5 外国船舶の監督の推進

6 最新の航海機器の導入等
## 第 4 節 船舶の安全性の確保

船舶の安全性を確保するため，国際的な協力体制の下，船舶の構造，設備，危険物の海上輸送及び安全管理システム等に関する基準の整備並びに検査体制の充実を図るとともに，我が国に入港する外国船舶に対し，1974年の海上における人命の安全のための国際条約等に基づく船舶の航行の安全等に関する監督を推進する。さらに，ユニバーサルデザインの観点も考慮した必要な対策を講ずる。

1 船舶の安全基準等の整備

2 船舶の検査体制の充実

3 外国船舶の監督の推進

## 第 5 節 小型船舶等の安全対策の充実

漁船，プレジャーボートなどの小型船舶等による海難が海難全体の7割を占めることから，マリンレジャー愛好者，漁業関係者が自ら安全意識を高めることに加え，安全に運航できる環境の整備及び救助体制の強化が不可欠である。

このため，ボートパーク等の整備，ミニボートの安全対策，水域の秩序ある利用，ライフジャケットの着用及び発航前点検等小型船舶操縦者の遵守事項の周知・啓発，ヘリコプターを活用した機動救難体制の充実等を推進する。

さらに，船員災害防止基本計画及び船員災害防止実施計画に基づき，高年齢船員や漁船等の死傷災害防止対策を推進する。

1 小型船舶等の安全対策の推進

2 ライフジャケット着用率の向上

3 プレジャーボート等の安全対策の推進

4 ボートパーク, フィッシャリーナ等の整備

5 漁船等の安全対策の推進

## 第6節 海上交通に関する法秩序の維持

海上交通に係る法令違反の指導・取締りを行い，海上交通に関する法秩序を維持する。船舶交通がふくそうする航路等における航法に関する指導取締りの強化及び無資格運航や区域外航行のような海難の

## 第 7 節 救助・救急活動の充実

海難等による死者・行方不明者を減少させるためには，海難等の情報の早期入手，精度の高い漂流予測，救助勢力の早期投入，捜索救助・救急救命能力の強化等が肝要である。このため，ヘリコプターの機動性，高速性等を活用した機動救難体制の充実，救急救命士による高度な救急救命体制の充実等救

## 第 8 節 被害者支援の推進

船舶の事故により，第三者等に与えた損害に関する船主等の賠償責任に関し，保険契約締結等補償制度の着実な実施を図る。

発生に結び付くおそれのある事犯に関する指導取締りの実施に加え，特に海上輸送やマリンレジャー活動が活発化する時期等には，指導取締りを強化し，海上交通に関する法秩序の維持を図る。

助・救急活動の充実を図るとともに，関係省庁及び民間救助団体と連携した救助・救急活動を実施する。

1 海難情報の早期入手体制の強化

2 海難救助体制の充実・強化

また，国土交通省公共交通事故被害者支援室においては，関係者からの助言をいただきながら，外部の関係機関とのネットワークの構築，公共交通事業
者による被害者等支援計画作成の促進等，公共交通事故の被害者等への支援の取組を着実に進めていく。

## 第 9 節 船舶事故等の原因究明と再発防止

引き続き，船舶事故等の再発防止や被害の軽減に寄与するよう迅速かつ適確な原因究明調査を行う。さらに，必要に応じて，国土交通大臣又は原因関係者へ勧告し，また，国土交通大臣又は関係行政機関の長へ意見を述べることにより，必要な施策又は措置の実施を求め，海上交通の安全に寄与する。また，特定の事故類型について，その傾向，問題点，防止策を分析し，その結果を公表することや，事故等調査結果を分かりやすい形で紹介する定期情報誌を発行するなどの事故等の防止につながる啓発活動を行う。

また，独立行政法人海上技術安全研究所に設置されている「海難事故解析センター」において，国土交通省海事局，運輸安全委員会等における再発防止対策の立案等への支援を行うため，事故解析に関して高度な専門的分析を行うとともに，重大事故発生時の迅速な情報分析・情報発信を行う。

## 第10節 海上交通の安全対策に係る調査研究等の充実

海上交通の安全に関する研究開発及び海難原因究明のための総合的な調査研究を推進し，その成果を速やかに安全対策に反映させることにより，海上交通の安全の確保を図る。

独立行政法人情報通信研究機構では，海上交通の安全に寄与するため，天候や昼夜の別に関係なく海流速度，波浪等を計測する短波海洋レーダの研究開発を行い応用技術やデータ利用の高度化を進める。また，地表面，海表面の高分解能観測が可能な航空機搭載3次元マイクロ波映像レーダの研究開発においては，移動体検出技術の研究開発を引き続き進めるとともに，高分解能（30cm）を活用した各種の応用検証等を行う。

独立行政法人海上技術安全研究所では，先進的な船舶の構造解析技術等を活用した安全性評価手法や革新的な動力システム等の新技術に対応した安全性評価手法の開発のための研究，リスクベースの安全性評価手法等を用いた合理的な安全規制の体系化のための研究，海難事故発生時の状況を高精度で再現し，解析する技術の高度化と適切な対策の立案のための研究を行う。
Regarding Traffic Safety Measures on Main Roads

Regarding the promotion of the “Zero accidents plan” (a strategy emphasizing the elimination of accident-risk intervals) and countermeasures against road kills

Promotion of the “Zero accidents plan” (A strategy emphasizing the elimination of accident-risk intervals):

In order to maximize the efficiency of the investment in traffic accident countermeasures and for the development of projects that contribute to traffic safety on main roads, "Outcome-focused management" was introduced in the fiscal year 2010. It selects and concentrates on the eradication of traffic accidents by focusing and intensively working on the implementation of the "Zero accidents plan" (a strategy emphasizing the elimination of accident-risk intervals), through citizen participation and civil cooperation.

Management Cycle of the Zero Accidents Plan

List of accident risk intervals (as of April, 2011)

Selected number of intervals based on accident data	Selected number of intervals based on indications from citizens	Total intervals selected
10,461 intervals	3,842 intervals	14,303 intervals

* Intervals corresponding to both aggregate to intervals based on accident data

Site inspection and exchange of opinions by relevant organizations and local residents

## Regarding Road Kill

In cases where roads were developed in the locations of animal habitats or on the routes where animals move between habitats, many of the animals that lived there continued to move around as usual, even after roads were developed. This means they get hit by cars and this leads to road kill.

It is worrisome, because this could have a major impact on the survival of a species, such as the Okinawa Rails (picture on right) in the northern part of the main island of Okinawa, which have limited numbers and habitats.

Also, a road kill affects not only the animal being hit, but the car that struck it as well, because it causes a significant impact on the car that tried to avoid it and in some cases it leads to personal injury, especially in the case of large animals, such as deer.

Therefore, to prevent the intrusion of the road of animals attempting to cross the road, countermeasures such as enclosing it with a preventive fence and, in order to avoid the division caused by the road, providing a box culvert that allows the animals to cross under the road or providing a bridge crossing over the road, where possible.

Furthermore, even if an animal were to enter the road, countermeasures, such as providing one-way direction/one-way gates for easy escape to the outside, can be used.

With the development of these facilities on the 2.7km section of National Highway No. 58 on the
inland of Hedo, Okinawa Prefecture, the number of Okinawa Rails entering roads has decreased sharply, as a result of the increased number of box culvert crossings, as shown below.

$ ^{*} $ Installing the video camera during the research period

Individual road entry rate and box culvert passing rate (3.8kP point)
# Working towards the Realization of Orderly Bicycle Traffic

Bicycles are used by a wide range of people, from children to the elderly, in particular, recently, with the traffic confusion caused by the Great East Japan Earthquake and other matters, bicycles have come under the spotlight as a means of getting to and from work as well as other purposes. However, on another note, accidents involving bicycles account for about 20% of total traffic accidents, and there is an endless stream of criticism from the people regarding the traffic rule violations and etiquette of bicycle users, while at the same time, the development of the traffic environment for bicycle users is inadequate.

In view of this situation, the National Police Agency issued a notice entitled “Promotion of Comprehensive Measures to Realize Orderly Bicycle Traffic” in October 2011, and is now fully engaged in measures for bicycles in cooperation with related agencies, organizations, and others.

The basic concept of the notice places a particular emphasis on raising awareness among all persons who comprise the “traffic society”, that bicycles are also vehicles, in a bid to secure the safety of not only cyclists, but also motor vehicle drivers and pedestrians.

Under the previously mentioned basic concept, police are comprehensively promoting measures such as the establishment of bicycle traffic environments, promoting full awareness of rules and safety education among cyclists, and reinforcing enforcement against cycling related offenses. More specifically, in cooperation with related agencies, organizations, the following various measures are being promoted.

## (1) Establishment of bicycle traffic environment

In order to achieve a good bicycle traffic order in terms of bicycle traffic environment, promoting the development of passing spaces specified for bicycles as well as the separation of pedestrians and bicyclists are indispensable. More specifically, working to ensure the safety of pedestrians and bicycles through the developing the bicycle lanes and bicycle paths, as well as reviewing the locations for implementation of the traffic regulation that allows ordinary bicycles to pass on pedestrian roads, and the removal of bicycle crossing zones connecting the roads where that regulation is been implemented.

In order for the main traffic parties, such as the pedestrians and bicyclists, can safely run in the future as well, and so that they can properly coexist, the police road administrators and other relevant agencies have cooperatively decided to continue to promote the development of bicycle traffic environment.

Examples of the bicycle paths development

Installation of bicycle lanes (Kikugawa, Shizuoka Prefecture)
## (2) Thorough awareness of the rules for bicycle user

In order to reach the understanding of bicycle users, that a bicycle is a vehicle and must comply with the traffic rules and traffic manners as a vehicle, public activities to promote awareness, that apply "five rules for safe bicycle use," which clearly show the main rules of bicycle traffic to the a wide range of bicycle users, such as students, the elderly, housewives, and others, aiming to make the rules of bicycle traffic well-known.

## (3) Promotion of bicycle safety education

Bicycle classrooms using the Scared-Straight method (accident being reproduced by a stuntman) or using a bicycle simulator for hands-on, experience and participation, make bicycle safety education more effective by making it possible to clearly imagine the seriousness of the responsibility at the time of a perpetrating accident and the potential danger caused by violation of a specific rule, have been actively carried out in collaboration with schools and local governments. In addition, a variety of educational opportunities, such as driver-training courses during the update, from the point of view of automobile drivers, the implementation of education about the considerations to ensure the safety of bicycles is being committed to.

## (4) Strengthening enforcement guidance for bicycle

Focusing on the districts and routes with strong emphasis on educational leadership for bicyclists $ ^{2} $ , the warning guidance against bicycles without lights, two-seaters, ignoring the signals, and temporarily do not stop, in addition strictly taking measures such as arrest application of traffic tickets to the bicycles, that operate with the braking device failure (bikes that do not have brakes), or are likely to cause danger to the vehicles and pedestrians passing by a concrete violation or danger of traffic violation and other malicious or repeated violations without following the warning guidance,

## Five rules for safe bicycle use:

1. For bicycles roadway is the principles sidewalk is an exception

2. On a roadway use the left side

3. On a sidewalk - give priority to pedestrians, near a roadway - slow down.

4. Observe the safety rules:

• Riding when drunk, two-seaters, riding side by side is prohibited

• Use lights at night

• At intersections observe the signals, pause and check safety

5. Children should wear a helmet

Accident being reproduced by a stuntman

The status of implementation of the bicycle inspection
## Holding Traffic Safety Forum

• On November 10th, 2011 with the cooperation of Kumamoto prefecture and city, traffic safety forum with the theme: "Aiming at the eradication of drunk driving – Do not Drive or Let Drive if Drunk," with about 350 people participants was held at Kumamoto Terrasa Hotel in the same city,

- Based on the problems raised through the implementation of traffic safety measures by prefectural governments, while holding important national policies in the Cabinet Office, obtaining effective appropriate recommendations for the prevention of traffic accidents through research presentations and discussions by experts, such as academics, and adding place for public debate, the "Traffic Safety Forum" is held annually in various locations for the purpose of raising traffic safety awareness of the public.

- At the same forum, there were proposals through keynote speeches and panel discussions, aimed at "eradicating drunk driving" from experts in various positions, creating a place to raise awareness towards the society without traffic accidents caused by drunk driving.

## The recommendations from the experts

Keynote Speech and Panel Discussion Coordinator
Mr. Yoichi Yamamura
Former president JR Bus Kanto region
ASK (Japan Specified Non-profit Corporation to Prevent Alcohol and Drug Problems)
Chairman of the Special Committee for Measures against Drunk Driving
Creating the necessary "drinking in moderation" awareness
"Drinking and driving cannot be prevented only by severe punishment and moral improvement. Knowledge about the alcohol is also indispensable. It takes four hours for an adult man to completely decompose 1 unit (20g) of alcohol. (1 beer can, 500ml, 1 portion of sake or shochu, 100ml). If 2 units are taken it doubles the time to 8 hours.
In other words, if you have a job the next day, drinking one unit would make the line of whether or not you will be drunk when driving. We all need to reflect on the "drinking too much, making others to drink too much" culture of the past, and create the awareness changing towards "drinking in moderation."

(“Keynote Speech” presentation status)
Mr. Kazunori Shidoji
Kyushu University
Faculty of Information Science and Electrical Engineering
Department of Information
Professor of Intelligence Science
Changes in driving that definitely occur after drinking
"We have conducted experiments on the effects that drinking has on driving. When comparing driving behavior before and after drinking alcohol, there was a trend that driving becomes rough, eye movement dulls, and autonomous nervous system is reduced. The frightening thing is that was observed is that people answer in the self-evaluation: "I do not notice the effects of drinking, nothing has changed." Even if they think so, the numbers show the effects. One should not forget that even after a little drinking, changes would certainly occur in the movements."	Mr. Junichi Hamamoto
Kumamoto Prefectural Medical Center of the Heart
Director
Alcoholism that requires support
"Many of those who habitually drink and drive are thought to be alcoholics. In Japan, the prevalence based on the diagnostic criteria is 1.9% for men, 0.1% for women, and 0.9% for the whole population with the number of patients estimated to be about 800,000 people. On the other hand, the current situation is that only few, 1/47th part of them are receiving treatment at a hospital, with the estimated number of patients being 17,100 people. Alcoholism is a curable disease. Treatment based on "learning and empathy" and support for abstinence education are needed."
Mr. Koba Tsuyoshi
Kumamoto Prefectural Police Headquarters
Chief Counselor, Ministry of Transportation and Transportation Planning
Accidents caused by drinking tend to be serious accidents
"Although the number of accidents caused by drunk driving, was reduced to about a quarter compared to a decade ago, the risk for those accidents to become serious ones is increasing. While the number of people to drive carelessly is reducing, there is an impression that a lot of accidents are caused by people who are addicted or might be at a stage previous to addiction. It has been pointed out, that during drunk driving, normally unthinkable reckless driving often occurs, with the risks of probability of a fatal accident being about 6.9 times and the probability of an accident leading to hit-and-run about 14 times higher than that of accidents without drinking."	Ms. Yoshiko Miyazaki
Actress
It is necessary to change the concept and the tendency of forgiving the "drunk"
"Recently there are a lot less "cigarette smoking" scenes in TV-series. However, we can still often see plenty of "drinking alcohol - getting drunk" scenes. We can also see situations when liquor is readily available for teenagers. There is still a concept and the tendency of somehow forgiving the "drunk" living within us, isn't it? I feel, that considering this kind of tendency, we must appeal the fear and the danger of driving under the influence of alcohol."

14 December 2011 “Published in Kumamoto Nichi Nichishinbunsha evening paper”

(Panel discussions being held)

(Kumamoto surprise character, Kumamon, also appeared)
# Economic Losses Due to Traffic Accidents

In the Cabinet Office, in fiscal year 2011 and fiscal year 2010, Investigation Review Committee was held regarding the economic analysis of damage and loss of traffic accidents and calculated the amount of loss due to traffic accidents. The results of the summary are as follows.

### 1. The range of the calculation of loss from traffic accidents

The range of the calculation includes monetary losses and non-monetary losses caused by traffic accidents per year.

Monetary losses were calculated in the range of subjects including physical loss, such as lost profits, treatment-related costs and consolation money, in addition to material loss, such as repair costs of vehicles and constructions, loss of business entities, such as decrease in the amount of value added by incapacity to work, the loss of various public institutions, such as ambulance costs related to traffic accidents, police accident processing costs, court costs, operating costs of insurance and congestion loss.

Non-monetary losses were calculated in the range of subjects of the losses related to death (Death loss) and injuries (Injury loss) of the victim, including the non-monetary losses of pain, suffering, decreased quality of life and not being able to enjoy the happiness of life due to a traffic accident.

### 2. The total amount of loss caused by traffic accidents

Losses due to traffic accidents were estimated to be 6.33 trillion yen in total, which is 1.3% of the GDP ratio (Figure 1).

### A. Monetary losses

Monetary losses were calculated to be 3.97 trillion yen in total. Out of which: physical loss is 1.36 trillion yen (21%), material loss is 1.71 trillion yen (27%), loss of business entities is 0.08 trillion yen (1%), loss of various public institutions is 0.83 trillion yen (13%).

### B. Death loss

The death loss value per person was based on the calculation by correcting the amount from the previous investigation $ ^{3} $ the Cabinet Office and using a yearly deflator of the national accounting. As a result, death loss was calculated to be 1.51 trillion yen in total.

Figure 1 Losses due to traffic accidents (Unit: Billions of Yen)