information, improve operations control and provide greater operational flexibility. This system enables a faster initial response to emergencies. In addition, improved training and education of staff has been underway.

(2) A network of the relevant ministries and agencies has decided to cooperate in providing publications and guidance on the proper use of sattelite EPIRB (Emergency Position Indicating Radio Beacon) technology to improve the accuracy and reliability of official SOS alert announcements.

### Chapter 3. Major Maritime Traffic Safety Measures

(1) Beacons and channel marks have been improved for safer maritime traffic environments.

(2) Special regulations have been introduced for seaways subject to traffic congestion. Also, a Maritime Traffic Information System has been put in place and other measures have been taken.

(3) Operations management has been further improved by deploying operational supervisors to conduct boarding inspections, office investigations and training of operation managers.

(4) Japanese relevant maritime regulations have been revised to reflect an amendment to the International Convention for the Safety of Life at Sea (the SOLAS treaty) that applies stricter conditions to the structural strength and recoverability of bulk carriers that are damaged.

(5) Comprehensive safety inspections of vessels will be introduced to promote safety and to prevent ocean pollution. Currently, work is in progress to formulate evaluation methods, construct a database and improve operations systems.

(6) Based on the accident involving the Russian tanker Nakhodka, in 1997, Japan put forward a number of proposals to the International Maritime Organization (IMO). Japan called on the IMO to implement an international system to supervise foreign vessels and to impose more responsibility on flag states (countries in which vessels are registered) for conducting structural inspections of vessels. One by one the proposals were adopted by the IMO.

(7) Since oil spills from tanker accidents can result in massive damage, the government has ensured that funds are made available to pay damages to the victims of oil pollution, based on the Oil Pollution Compensation Guarantee Law and related agreements.

### Chapter 1. Trends in Aviation Accidents

The number of accidents involving civil aircraft in Japan has remained relatively stable with only slight fluctuations in recent years, despite substantial growth in air traffic. In 1999 there were 28 aircraft accidents. (See Table 1)

### Chapter 2. Promotion of Aviation Safety

(1) Despite the fierce competition expected to prevail between commercial airlines following deregulation of the air transport industry, aviation safety remains a top priority. Therefore, safety regulations were reviewed and the Aviation Law was revised.

(2) To assure the safety of foreign aircraft in Japan, inspections (Ramp Inspections) were commenced in FY1999 on the basis of the International Civil Aviation Treaty.

(3) A revision of the Aviation Law makes it mandatory, effective February 2000, for airline captains to report all serious incidents they are involved in. Accordingly, investigations were launched into such incidents as the case of an aircraft landing on the wrong runway at Haneda Airport.

(4) Tests in academic subjects and practical tests for aircraft technician qualifications will be standardized further using as a guide equivalent qualifications in Europe and the United States in

Table 1 Changes in Aviation Accidents and Casualties (Civil Aircraft)

Aircraft type	Number of accidents	Number of casualties
Fiscal year	Large aircraft	Small aircraft	Ultra-light aircraft	Heli-copters	Gyro-planes	Gliders	Airships	Total	Fatalities	Injuries
1994	3	4	8	13	0	2	0	30	277	14
1995	1	7	10	6	0	1	0	25	9	24
1996	5	11	5	8	0	4	0	33	23	206
1997	3	11	3	8	2	3	0	30	28	34
1998	3	14	5	6	1	6	0	35	21	54
1999	1	9	5	7	1	5	0	28	9	17

Notes: 1. Source: Ministry of Transport

2. All figures as of the end of December each year.

3. Includes accidents involving Japanese aircraft outside Japan (1 case in 1998).

4. Includes accidents involving foreign aircraft within Japan (2 cases in 1994, 1 case in 1995, 1 case in 1996, 1 case in 1998).

5. Numbers of accidents and casualties do not include deaths due to illness, or fatal or nonfatal injuries self-inflicted or otherwise on board an aircraft.

6. Fatalities are defined as deaths occurring within 30 days of the accident, and include missing persons.

7. Injury figures for 1997, 1998 and 1999 are provisional (owing to the fact that some accident investigation reports have been withheld).

8. Home-built aircraft were categorized as small aircraft until 1994 but since 1995 they have been categorized as ultra-light aircraft.