Silviase/jgov_v1.4_full_ann huggingface dataset:
# 赤蔵ヶ池

# (あぞがいけ)

## ため池の概要

## ☐ ため池の所在地 愛媛県久万高原町

## ☐ ため池の特徴

赤蔵ヶ池は人里から離れた標高870mの場所にあり、周辺は雑木林に囲まれ、春は新緑、秋は紅葉、神秘的で深い碧色の湖面など様々な景観を楽しむことができます。

久万高原町の自然環境保全指定地となっており、希少な植物が生育し、自然環境保全の点でも、また古い歴史を持つ文化財としても貴重な存在です。

赤蔵ヶ池が造られた時期は定かではありませんが、古文書によれば、鴨住ヶ池」阿蔵ヶ池」あるいは「遊ヶ池」などと呼ばれ、1151年頃には既にその原形があったとされています。

また、文政年間 (1800年頃) の文献には、平安時代に源三位頼政が『安曽布ヶ池 (赤蔵ヶ池)』から出てきた妖怪 鶏 (ぬえ) を退治したという記録が残っている歴史的なため池です。

現在は沢渡地区の田畑約13haを潤しており、ここで栽培される米は 収万清流米ブランド」として、愛媛県はもとより全国へ出荷されています。池は、地域の高付加価値型農業の礎となっています。

## 関連情報

美川村自然環境保全指定地 赤蔵ヶ池
## WHITE PAPER ON TRAFFIC SAFETY IN JAPAN Abridged Edition 2004

CABINET OFFICE
## WHITE PAPER ON TRAFFIC SAFETY IN JAPAN Abridged Edition 2004

CABINET OFFICE

This English version of White Paper on Traffic Safety in Japan (Abridged Edition) was compiled under the supervision of Directorate General for Policies on Cohesive Society, Cabinet Office.

The International Association of Traffic and Safety Sciences hopes this paper, in conjunction with Statistics of Road Accidents Japan (Abridged Edition), will greatly enhance readers' knowledge of traffic accident remedial measures.
# White Paper on Traffic Safety in Japan 2004 Cabinet Office

As required by Article 13 of the Traffic Safety Policies Law (Law No. 110 of 1970), each year the Cabinet presents its White Paper on Traffic Safety in Japan to the Diet. The FY2004 edition of the White Paper consists of the following two volumes.

(1) “Traffic Accidents and Safety Measures in FY2003” reports the latest national statistics on traffic accidents, and summarizes traffic safety measures implemented in FY2003.

(2) “Traffic Safety Measures for Implementation in FY2004” provides details of the traffic safety measures planned for implementation during the current fiscal year (FY2004).

This is the 34th White Paper since the first was issued in 1971. It is organized in the categories of land transport (road and rail), maritime transport, and air transport in line with the structure of the Seventh Fundamental Traffic Safety Program.

6-20, Yaesu 2-chome, Chuo-ku, Tokyo 104-0028, Japan

Tel: +81-3-3273-7884

Fax: +81-3-3272-7054

E-mail: mail@iatss.or.jp

URL: http://www.iatss.or.jp

Copyright © by International Association of Traffic and Safety Sciences

October 2004

Printed in Japan
## CONTENTS

TRAFFIC ACCIDENTS AND SAFETY MEASURES IN FY2003 ..... 5
CHAPTER 1 LAND TRANSPORT ..... 5
Section 1 Road Transport ..... 5
1 Road Traffic Accident Trends ..... 5
1-1 Long-term trends ..... 5
1-2 Government’s goal to halve accident fatalities ..... 6
Focus Efforts to Reduce Traffic Accidents Involving Seniors ..... 7
2 Road Traffic Accident Statistics for 2003 ..... 13
2-1 Overview ..... 13
2-2 Casualties: By age group ..... 13
2-3 Casualties: By mode of transportation ..... 15
2-4 Fatalities: By seat belt usage ..... 16
2-5 Child fatalities and child safety seat usage ..... 17
2-6 Annual, weekly, daily accident/fatality peaks ..... 17
2-7 Fatal accidents caused by primary party ..... 17
3 Major Road Traffic Safety Measures in FY2003 ..... 18
3-1 Road environment enhancements ..... 18
3-2 Implementation of the Traffic Safety Initiative ..... 20
3-3 Promotion of safe driving ..... 20
3-4 Improvement of vehicle safety ..... 21
3-5 Enhancement of rescue systems ..... 21
3-6 Improvement of liability security and victim support ..... 22
Focus Development of “Safe Pedestrian Areas” ..... 23
Section 2 Railway Transport ..... 24
1 Railway Traffic Accident Trends ..... 24
2 Major Railway Traffic Safety Measures in FY2003 ..... 25
2-1 Railway environment enhancements ..... 25
2-2 Measures to prevent level crossing accidents ..... 25
CHAPTER 2 MARITIME TRANSPORT ..... 27
1 Maritime Accident Trends ..... 27
1-1 Maritime accidents and rescues in 2003 ..... 27
1-2 Major constituents of 2003 maritime accidents ..... 27
2 Major Maritime Traffic Safety Measures in FY2003 ..... 28
2-1 Maritime environment enhancements ..... 28
2-2 Maritime safety campaigns ..... 28
2-3 Promotion of disaster prevention ..... 28
2-4 Promotion of vessel safety ..... 28
2-5 Enhancement of other safety measures ..... 28
CHAPTER 3 AIR TRANSPORT ..... 30
1 Air Traffic Accident Trends ..... 30
2 Major Air Traffic Safety Measures in FY2003 ..... 30
Focus DC-9 Engine Trouble Leads to Massive Flight Cancellations ..... 31

## — PART II —

TRAFFIC SAFETY MEASURES FOR IMPLEMENTATION IN FY2004 ..... 32
CHAPTER 1 LAND TRANSPORT SAFETY ..... 32
Section 1 Road Transport Safety ..... 32
1 Road Environment Enhancements ..... 32
2 Implementation of the Road Traffic Safety Initiative ..... 33
3 Promotion of Safe Driving ..... 33
4 Improvement of Vehicle Safety ..... 33
5 Enhancement of Rescue Systems ..... 34
6 Improvement of Liability Security and Victim Support ..... 34
Section 2 Railway Transport Safety ..... 34
1 Railway Environment Enhancements ..... 34
2 Measures to Prevent Level Crossing Accidents ..... 34
CHAPTER 2 MARITIME TRANSPORT SAFETY ..... 35
1 Safety Facility Enhancements ..... 35
2 Improvement of Traffic Information and Control ..... 35
3 Promotion of Vessel Safety ..... 35
CHAPTER 3 AIR TRANSPORT SAFETY ..... 36
1 Safety Facility Enhancements ..... 36

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 FY2003

## 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 2002, 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.
There were 7,702 fatalities in 2003, the first time that the number fell below the 8,000 mark in the 46 years since 1957 (7,575 fatalities). However, the year also recorded the worst levels ever in accidents and injuries, which rose to 947,993 and 1,181,431, respectively.

## 1 -2 Government’s goal to halve accident fatalities

As mentioned earlier, the number of road traffic accident fatalities in 2003 dipped under the 8,000 mark for the first time in the 46 years since 1957, dropping to 7,702.

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 a decrease in the hazard recognition speed (the speed immediately before the accident occurs) and a rise in use of seat belts.

One key element behind the reduction in 2003 was the inclusion of tougher drunk driving penalties in the June 2002 revision of the Road Traffic Law.

Nevertheless, the incidence of road traffic accidents and injuries in 2003 rose above the preceding year’s levels, and the overall rate of road deaths and injuries still remains at the deplorable rate of one in every 100 people.

In the January 2003 “Prime Minister (Chairman of the Central Committee on Traffic Safety Measures) Discussion on Reducing Road Traffic Fatalities by Half” and the Prime Minister’s policy speech to the 159th Diet this year, Prime Minister Koizumi announced his intention 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 “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. Another critical endeavor is to aggressively formulate and implement new strategies that respond to recent changes in road accident factors and take advantage of technological advances. The planners of these efforts should also look for ideas in progressive measures being implemented domestically and abroad.
## Focus

## Efforts to Reduce Traffic Accidents Involving Seniors

Although road traffic fatalities in 2003 fell below 8,000 for the first time in 46 years, the ratio of elderly people killed in accidents rose above 40% for the first time ever, signaling a growing crisis in the state of senior traffic safety.

Consequently, the national goal of making Japan’s roads the “safest in the world” by reducing annual traffic fatalities below 5,000 in ten years can be realized only if greater effort is made to improve senior traffic safety.

Against this backdrop, the government is now implementing a diverse array of strategies under the “On comprehensive traffic safety measures for the elderly toward the transition to the full scale of aging society.”

As recognized by these guidelines, traffic safety measures for seniors are intertwined with those for younger generations. Developing greater consideration for the elderly in younger people would help to foster stronger traffic safety awareness in every individual, and thus serve as a safety strategy targeting all generations.

In order to safer roads, the government, the private sector, and the general public must work together to put into action initiatives based on the above guidelines.

Road Accident Fatalities, by Age Group (2003)
National Efforts under the “On comprehensive traffic safety measures for the elderly toward the transition to the full scale of aging society” (adopted March 27, 2003 by the Task Force on Transportation)

### I. Traffic Safety Measures for Elderly Pedestrians and Cyclists

1. Development of Universal Design $ ^{1} $ -based Road Traffic Environment

(1) Creation of Safe Pedestrian Areas

Targeted at specific residential and commercial districts where traffic accidents frequently occur, the "Safe Pedestrian Areas" program implements comprehensive, wide-area accident prevention measures to ensure the safety of pedestrians and bicycle riders traveling through the designated area.

(2) Promotion of universal design-based urban development

Under this program, community revitalization project (projects dealing with the declining birthrate and population aging) bonds and other public funding are offered to assist local projects for universal design-based urban development.

(3) IT-powered R&D for supporting pedestrians

In order to aid the development of pedestrian-friendly travel environments, this program promotes alliances with other relevant organizations to supply essential information on public transportation, barrier-free $ ^{2} $ environments, and other matters to mobile terminals.

(4) R&D for mobility support

This program develops accessibility maps for seniors and disabled people to help them find barrier-free routes.

2. Protection of Pedestrians through Vehicle Safety Measures

(1) Standards and safety information for pedestrian head protection

This program has established impact absorption standards for automobile hoods in order to reduce pedestrian fatalities resulting from vehicular collisions. Moreover, the program’s automobile assessment project conducts tests to evaluate automobiles’ capacity for limiting pedestrian head injuries, and shares the test results with users.

(2) Development of the Advanced Safety Vehicle (ASV)

The ASV project aims to promote the development of the Driver Assistance System with Information Exchange, scheduled for practical use around 2008. This system is intended to make driving safer through information exchange based on vehicle-to-vehicle communication and vehicle-to-pedestrian communication.

(3) Non-step Bus $ ^{3} $ Certification System

The “Standard Specifications for Next-generation Non-step Buses were established in March 2003, and the “Standard-Specification Non-step Bus Certification System” was established in January 2004.

(4) Subsidy for Enhancement of Mobility in Public Transportation
Based on the principles of the Law to Promote Improvement of Mobility in Public Transportation for Seniors, Disabled People, etc. (Law No. 68 of 2000), subsidies are offered to public transportation services to help them adopt low-floor buses and other modes of transport that offer easier access for seniors and disabled people.

### 3. Traffic Safety Education and Awareness Campaigns

(1) Home visits and traffic safety tips for seniors

Since seniors have few opportunities to receive instruction and training in traffic safety, this program sponsors instructor visits to the homes of elderly people living in areas with high traffic accident rates to provide them with one-on-one guidance. In addition, doctors and other people who have frequent contact with seniors are called upon to pass on traffic safety tips to the elderly.

## (2) Traffic Safety Awareness Program for Seniors

This program includes the “Cross-generation Sharing Project,” which sponsors interactive gatherings that bring together children, parents, and especially the elderly to think and learn about traffic safety, and the “Senior Home Visit Project,” which provides at-home traffic safety instruction for elderly people who are unable to attend safety seminars.

Cross-generation Sharing Project participants creating a “Hiyari Map” (map of near-miss spots)
## (3) Bicycle safety awareness

This program advances efforts to raise public awareness concerning bicycle safety, such as the inclusion of “bicycle safety promotion” as one focus of the spring Nationwide Traffic Safety Campaign in 2004.

### 4. Traffic Safety Measures for Night/Dusk

(1) Promotion of use of reflectors

Through traffic safety lessons and publicity campaigns, this program endorses the wearing of reflective materials as an effective means of preventing nighttime accidents.

(2) Promotion of early use of headlights

This program calls upon prefectural governments to encourage motorists to switch on their headlights early as a preventive measure against evening accidents.

(3) Promotion of greater visibility in signs

This program encourages the deployment of larger, brighter road signs and brighter road markings for improved visibility.

### 5. Electric Wheelchair Safety Measures

Electric wheelchair safety model areas

In order to prevent traffic accidents involving electric wheelchairs, this program conducted R&D in FY2002 on programs for providing guidance and education on the safe use of electric wheelchairs, and created manuals for instructors and wheelchair users. In FY2003, the program designated a model area where courses based on the manuals were provided to train wheelchair safety instructors and educate wheelchair users on traffic safety.

### I I. Traffic Safety Measures for Elderly Drivers

1. Enhancement of Courses for Elderly Drivers

(1) Courses for senior drivers

Course for senior drivers
This program conducts research on the level of driving aptitude necessary for senior motorists by examining the skills of drivers aged 70 and older whose licenses are due for renewal. The courses require participants to operate a motor vehicle and undergo testing with aptitude test machines, with the aim of having them directly recognize changes in their physical faculties with respect to driving aptitude. The results of this research are used to develop suggestions and guidance on elderly driving education.

## (2) Courses for senior operators of commercial vehicles

Under the supervision of the Ministry of Land, Infrastructure and Transport, the National Agency for Automotive Safety and Victims' Aid assesses the aptitude levels required of elderly drivers who operate buses, taxis, or other commercial vehicles, and uses the results of its evaluations to encourage the drivers to reflect upon how they need to deal with the physical changes caused by aging in order to maintain the ability to drive safely.

### 2. Efforts Aimed at Younger Drivers

## (1) Government-sponsored publicity

The government sends messages to younger drivers through television, magazines, newspapers, and other media to help them to recognize how aging affects the physical faculties of older drivers, and to encourage them to adopt driving habits that are considerate toward elderly motorists.

## (2) Senior driver markers

This program is aimed at increasing the number of elderly motorists who mark their vehicles with senior driver markers, so that younger drivers can become more aware of the changes in the physical faculties of older drivers and recognize the need to treat them with consideration.

### 3. Enhancement of Road Environment

## Road environment enhancements

This program promotes construction of auxiliary lanes (for passing slower moving vehicles), installation of additional road lighting, improvement of the brightness and size of road signs, improvement of the brightness of road markings, conversion to LED traffic signals, development of “Michi-no-Eki” roadside stations and other easy-access parking areas, and other enhancements to the road environment.

### 4. Elderly Driver-oriented Vehicle Safety Measures

Comprehensive Vehicle Safety Plan for Responding to a Rapidly Aging Society Aimed at supporting the development of vehicle safety measures targeted at older motorists, this plan promotes the implementation of accident surveys, behavior analysis,
and R&D for creating new technologies to improve the sensory perception of elderly drivers.

### I II. Citizen-involved Traffic Safety Campaigns and Enhanced Protection for Seniors

### 1. Community Traffic Safety Measures

Traffic Safety Awareness Program for Seniors (See I-3-(2) above.)

### 2. Traffic Safety Instructor Training

Citizen-involved project for improving traffic safety for seniors

This project provides advanced training to “Silver Leaders,” safety instructors who offer guidance to seniors and other community members, to improve their teaching skills and promote widespread sponsoring of community-based traffic safety courses for the elderly.

### 3. At-home Traffic Safety Education

Traffic Safety Awareness Program for Seniors (See I-3-(2) above.)

### 4. School Traffic Safety Measures

## Research Project for Promoting Effective Traffic Safety Education

This project carries out research for developing effective traffic safety education strategies to help school students understand the reasoning and behavior that make seniors and toddlers susceptible to accidents as pedestrians, and to instill the students with greater awareness of the need to protect the safety of those pedestrians.
## 2 Road Traffic Accident Statistics for 2003

## 2 -1 Overview

Road traffic accidents	947,993
Casualties (Fatalities + Injuries)	1,189,133
Injuries	1,181,431
Fatalities (within 24 hours of the accident)	7,702
Fatalities (within 30 days of the accident)	8,877

## 2 -2 Casualties: By age group

People aged 65 and older had the largest number of road fatalities of any age group, 3,109, marking the eleventh straight year that this segment has remained at the top. The group with the second largest number of fatalities, 1,039, was people aged 16-24, and both groups combined accounted for 53.9% of the total death toll. In comparison with the preceding year, the number of fatalities declined in every age group, particularly the 16-24 segment (down 277).

The number of injuries was highest for 16-24 year-olds, 239,925, representing 20.3% of the total. Compared with 2002 figures, injuries sharply decreased for the 16-24 group (down 9,977) and the 25-29 group (down 3,751), but drastically rose for the 30-39 group (up 11,583) and the 65 and older group (up 5,277).

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.
## 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, 3,028 (39.3% of total), and the largest number of injuries, 738,278 (62.5% 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 are percentages of injuries by mode of transportation.
## 2 -4 Fatalities: By seat belt usage

A total of 1,675 automobile occupants were killed in accidents while not wearing seat belts. This represented a decrease of 298 (15.1%) from the preceding year.

The fatality rate (ratio of fatalities to total casualties) for seat belt wearers was approximately ten 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 are percentages of the total.

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 31 children under age six were killed while riding in an automobile. Of the 18 deaths that occurred in vehicles not heavily damaged, 4 children were restrained in child safety seats, and 14 were not.

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

The month with the highest accident and fatality rates is December.

Fatal accidents occur more frequently on Friday and Saturday than on other days.

Nighttime accidents account for 29.1% of all accidents, and for 59.1% of all fatal collisions. The nighttime fatality rate (fatal crashes per 1,000 accidents) is 2.6 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 $ ^{*} $ continued its slow downward trend. However, the number of primary-party drivers aged 65 and older remains 2.97 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).