Silviase/jgov_v1.4_full_ann huggingface dataset:
## 3 Major Road Traffic Safety Measures in FY2003

3-1 Road environment enhancements

New enhancement initiatives

Promotion of the Provision of Traffic Safety Facilities

Development of the Intelligent Transport Systems

3-2 Implementation of the Traffic Safety Initiative

Traffic safety education for seniors

Education on seat belt and child safety seat usage

3-3 Promotion of safe driving

Enhancement of driver’s education and driver supervision

3-4 Improvement of vehicle safety

Dissemination of safety assessment results

Improvement of vehicle recall systems

3-5 Enhancement of rescue systems

Emergency life guard training

Expansion of emergency contact system

3-6 Improvement of liability security and victim support Promotion of accident victim support measures

## 3 -1 Road environment enhancements

## New enhancement initiatives

With an eye on promoting the efficient, effective, and focused implementation of infrastructure development projects, the government enacted in April 2003 the Priority Plan Act for Social Infrastructure Development, which stipulated the creation of the “Priority Plan for Social Infrastructure Development” to integrate nine long-term projects scheduled for completion in FY2002-2003. As a result, the long-term plan for the Provision of Traffic Safety Facilities was integrated into the Priority Plan along with infrastructure development projects for other fields.

In addition, the government revised the relevant clauses of the Emergency Measures Law Relating to Provision of Traffic Safety Facilities, and changed the law’s name to the “Law on Promotion of Provision of Traffic Safety Facilities.”

In accordance with the Priority Plan Act for Social Infrastructure Development, the Cabinet adopted in October 2003 the Priority Plan for Social Infrastructure Development for implementation from FY2003 to FY2007. This plan, which shifts the government’s focus from “project quantity” to “project outcome,” includes as one of its objectives an effort to reduce 2002’s casualty-inflicting road accident rate of 118 incidents per 100 million vehicle-kilometers by 10% (down to 108 incidents) by 2007.

The Provision of Traffic Safety Facilities is focused on: (1) ensuring safe travel for pedestrians and bicycle riders, (2) maintaining safe, smooth traffic flow on arterial roads, and (3)
using information technology to realize a safe, pleasant road environment.

## Promotion of the Provision of Traffic Safety Facilities

The following projects were conducted in FY2003 for the first year of the Provision of Specific Traffic Safety Facilities, which is based on the Priority Plan for Social Infrastructure Development.

(1) In July, 796 residential and commercial districts were designated under the “Safe Pedestrian Area” program as urgently needing measures to ensure the safety of pedestrians and bicycle riders traveling through them. With the cooperation of prefectural public safety commissions and road management agencies, program coordinators have implemented, comprehensive, wide-area accident prevention measures as a first step toward the goal of reducing casualty-inflicting accidents in the areas by approximately 20% (approximately 30% for pedestrians and bicycle riders) in the five years from FY2003 to FY2007.

(2) In another project, 3,956 intersections and road sections with a high incidence of casualty-inflicting accidents were designated as “black spots,” and concentrated accident prevention measures were implemented to reduce the number of casualty-inflicting accidents at each site by approximately 30% in the five years from FY2003 to FY2007 with support from prefectural public safety commissions and road management agencies.

(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, and to install elevators for pedestrian overpasses at busy traffic junctions. As a response to the growing number of elderly motorists, traffic signals were converted to LED systems, and road signs and markings were redesigned to be more visible.

## Development of the 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 are being carried out to develop the ITS, which uses 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) VICS (Vehicle Information and Communication System) has been further developed, and nationwide service started in February 2003. In addition, ETC (Electronic Toll Collection) service, which allows motorists to automatically pay tolls without stopping at toll booths, has been extended to cover virtually all toll collection points throughout the nation as of the end of March 2004.

(2) Progress has also been made in the UTMS (Universal Traffic Management Systems) project, 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 road infrared beacons, which measure traffic and relay information between navigational devices and traffic control centers.

(3) R&D efforts are being 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, a variety of traffic safety education programs were offered to elderly people who do not hold driver’s licenses, attend seniors’ 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 model projects offering hands-on training for senior motorists or instruction 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 implemented to train Silver Leaders as promoters of sustained safety education for seniors that is oriented toward involvement, hands-on experience, and personal practice. Moreover, community gatherings were sponsored under the “Traffic Safety Awareness Program for Seniors” to bring together people of all generations to share their knowledge and concerns regarding traffic safety.

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 driver’s education and driver supervision

Since June 2002, education for drivers renewing their licenses has been enhanced through the
establishment of four separate seminars based on driving record: model drivers, average drivers, traffic rule violators, and first-time renewals.

In addition, there is an ongoing effort to raise the quality of Class 2 large/general vehicle license holders by requiring driving schools to instruct Class 2 students in first-aid techniques and large/general passenger vehicle operation.

Efforts were stepped up in 2003 to encourage trucking business owners and operations managers to ensure that their drivers refrain from drunk driving and other forms of negligent, dangerous behavior on the road.

## 3 -4 Improvement of vehicle safety

## Dissemination of safety assessment results

Information is disseminated on a variety of safety-related assessments, including the results of comparative tests on the collision safety of automobiles and child safety seats, and the extent to which motor vehicles are fitted with air bags and other safety devices.

In FY2003, pedestrian head protection was added to the scope of collision safety tests, and the overall results of these tests were published.

## I mprovement of vehicle recall systems

On January 1, 2004, the government put into effect recall systems for tires and child safety seats that were fitted after the purchase of the vehicle.

The recall system improvement project is continuing to collect extensive defect information from users via a hotline service, and analyze this data to promptly identify vehicles that need to be recalled. The defect information is published on the Ministry of Land, Infrastructure and Transport’s website, and other efforts are being made to increase the information gathering capabilities of recall systems.

## 3 -5 Enhancement of rescue systems

## Emergency life guard training

As of the end of 2003, there were 25,125 people qualified as emergency life guards capable of handling airway management, establishing IV lines, and performing other physician-directed first aid techniques on accident victims who have suffered cardiopulmonary arrest and consequently the quality of prehospital care has improved.

## 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 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.

As an endeavor to reduce the response time and collision risk of ambulances en route to accident sites, plans were made to develop FAST (Fast Emergency Vehicle Preemption Systems) for providing route information to ambulance drivers and controlling traffic signals to facilitate ambulance travel.

## 3 -6 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 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 | Development of “Safe Pedestrian Areas”

More than 40% of traffic accident fatalities in Japan are pedestrians and bicycle riders, a ratio higher than that of Western industrialized nations. Moreover, nearly 60% of pedestrian deaths occur near the victim’s home.

In response to this critical situation, public safety commissions and road management agencies are pursuing the creation of “Safe Pedestrian Areas” to ensure the safety of pedestrians and bicycle riders.

Under this system, a 1-2 km $ ^{2} $ section (usually bordered by major roads) in an accident-prone residential or commercial district is targeted for remedial action. Local residents/workers are called upon to attend safety workshops and high-risk site inspections, and a variety of community-approved measures are implemented to prevent casualty-inflicting accidents.

Ratio of pedestrians/bicycle riders in accident fatalities (death within 30 days)

Distance from home of fatal pedestrian accidents (2003)

Source: International Road Traffic and Accident Database (IRTAD)

Note: Accident data is for 2002.

Examples of Measures Taken

## Sidewalk Enhancements

Traffic Signal Enhancements

Signal control based on traffic data

Conversion to LED/barrier-free signals

Installation of bright/illuminated signs, etc.
## Section 2 Railway Transport

## 1 Railway Traffic Accident Trends

The number of railway operational accidents $ ^{1} $ has continued its long downward trend, with 868 incidents occurring in 2003. 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 745 casualties (including 347 fatalities) resulted from the operational accidents, representing a 9.0% drop from the preceding year.

Half of the accidents occurred at crossings (434), but this figure has been decreasing over the long run.

There were two major accidents during the year, a Keisei Electric Railway derailment on January 23, and a JR Kyushu derailment on July 18.

Changes in Railway Operational Accidents and Casualties

Notes: 1. Source: Ministry of Land, Infrastructure and Transport

2. Fatalities are defined as deaths occurring within 24 hours of an accident.
## 2 Major Railway Traffic Safety Measures in FY2003

## 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 addition, full inspections and safety assessments were conducted on tunnels, bridges, and other structures in order to ensure safe travel on smaller regional lines.

In another effort, the elimination of mobility barriers at railway stations was 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.

In order to prevent casualties caused by falls from platforms, railway companies were encouraged to install alert buttons and fall detection mats, create escape space under platforms, and implement other safety measures.

## Deployment of operational safety systems

This project promoted efforts to ensure safe train operation, including the further establishment of Centralized Train Control (CTC) systems, and the installation of Automatic Train Stop (ATS) systems on lines not yet so equipped.

## Reinforcement of earthquake resistance

Railway operators were called upon to reinforce the earthquake resistance of railway overpasses, tunnel pillars, and other structures, including measures to prevent railway bridges from falling.

## Promotion of subway fire prevention measures

In response to concerns arising over the devastating subway fire that occurred in South Korea on February 18, 2003, this project conducted a survey of fire prevention equipment at domestic subway stations, and requested subway operators to promptly bring inadequately equipped stations into compliance with the “Standards for Fire Prevention in Subways” (enacted in 1975) in order to ensure the safety of users.

## 2 -2 Measures to prevent level crossing accidents

Based on the Law for Promotion of Level Crossing Improvement (Law No. 195 of 1961) and the Seventh Comprehensive 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 FY2002, 2,174 sites – requiring overpass / underpass construction –, 3,924 sites – requiring structural improvement –, and 27,629 sites – requiring new safety equipment –
were designated for improvement under the above law and work has been continued to accomplish these improvements.

At the same time, efforts were continued to phase out certain crossings. As of the end of FY2002, the nationwide total number of crossings had been reduced to 36,131.
## CHAPTER 2 MARITIME TRANSPORT

## 1 Maritime Accident Trends

## 1 -1 Maritime accidents and rescues in 2003

A total of 2,733 vessels were involved in maritime accidents, with 1,006 of them safely returning to port without assistance. Of the remaining 1,727 vessels, 1,439 needed to be rescued. A total of 13,039 people were on board the vessels involved in accidents. The vessels that required no assistance carried 8,420, while 4,457 of the remaining 4,619 required rescue.

There were 162 people who died or became missing in maritime accidents, and 136 people who died or became missing from falling overboard.

Changes in Vessels, Fatalities and Missing People in Maritime Accidents

Notes: 1. Source: Japan Coast Guard

2. Figures for fatalities and missing people include those who, due to illness or other reasons, became unable to operate the vessel and died as it drifted.

## 1 -2 Major constituents of 2003 maritime accidents

The growth of marine leisure activity in recent years has been accompanied by a rise in maritime accidents involving pleasure boats and pleasure fishing boats. The number of such vessels involved in maritime accidents rose by 59 over the preceding year to 1,051, accounting for 38% of all vessels in maritime accidents.

Fishing vessel accidents were responsible for the largest number of fatalities and missing people resulting from maritime accidents (60% of total) and from falling overboard (66% of total).
## 2 Major Maritime Traffic Safety Measures in FY2003

## 2 -1 Maritime environment enhancements

In accordance with the Priority Plan for Social Infrastructure Development, projects were carried out to develop ports, harbors, and selected waterways, and to enhance the earthquake resistance of ports and harbors. Under the Long-term Development Plan for Fisheries Infrastructure (FY2002-2006), improvements were made to fishing port and area facilities to promote greater safety for fishing vessels.

The “Cabinet Order for the Enforcement of the Port Regulations Law” and the “Regulations for the Enforcement of the Port Regulations Law” were partially revised on July 1, 2003 to respond to changes in port traffic conditions accompanying the progress of harbor facility development. Changes included the expansion of the areas of ports, and the re-defining of sections of ports and passages.

In order to improve the safety and traffic efficiency of congested waters, the government established the Maritime Traffic Information Systems to provide maritime traffic information and control shipping, and it operates Traffic Advisory Service Centers, such as the Ise Wan Traffic Advisory Service Center, which began operating on July 1, 2003.

## 2 -2 Maritime safety campaigns

The government carried out the “FY2003 National Emphasis Campaign for Prevention of Maritime Accidents.” The campaign included two important focuses, one aimed at preventing accidents by encouraging vessel operators to dutifully conduct pre-departure checks and watch out for other vessels, and the other aimed at promoting the wearing of life jackets and use of other self-preservation measures. These focuses were selected because maritime accidents resulting in fatalities and missing people are most commonly capsizings and collisions (in that order), and because life jackets are very effective for saving lives.

## 2 -3 Promotion of disaster prevention

Ship owners, crews, and the government joined forces to promote measures for preventing crew casualties and other maritime disasters, including the formulation of the FY2003 implementation plan for the Eighth Fundamental Program for Preventing Ship Disasters (a 5-year program), and the development and application of safety and hygiene management systems.

## 2 -4 Promotion of vessel safety

The prescriptions of the International Convention for the Safety of Life at Sea (SOLAS) are constantly reviewed and updated to incorporate advances in technology related to ship safety. The government revised domestic laws with regard to such changes and the requirement for ships to carry search and rescue manuals. In addition, domestic regulations were rewritten in response to a revision of the Convention on the International Regulations for Preventing Collisions at Sea, and life jacket standards were revised to reflect a new requirement making wearing of life jackets mandatory on small craft.
In response to the growing popularity of marine recreation and the increased presence and diversification of pleasure boats, the process of small craft inspections was streamlined by changing the scope of inspections from “vessel tonnage under 20 tons gross” to “vessel length under 24 meters,” and by also enlarging the scope of vessels not subject to the inspections.

Driven by growing public awareness concerning the important role played by Port State Control (PSC) on vessels of foreign registry since May 2003, the government continued to enhance PSC systems and coordination with other authorities, and focused PSC on vessels of registries with frequent incidence of defects.

## 2 -5 Enhancement of other safety measures

The “Law for Ships’ Officers and Boats’ Operators” (enacted on June 1, 2003), which defines duties of captains of small vessels, made it mandatory for certain passengers to wear life jackets. Campaigns were conducted at boat shows and other venues to raise awareness regarding this requirement.

The Law Partially Revising the Law for Shops’ Officers was promulgated on June 7, 2002 and put into force on June 1, 2003 to reorganize the system of officer qualifications, clearly define the responsibilities of small vessel captains, and make other changes designed to respond to the needs of small vessel users and to improve the safety of small vessel voyage.