Silviase/jgov_v1.4_full_ann huggingface dataset:
### 1. Overview of accident

On April 25, a 7-car rapid-service train (out of JR West’s Takarazuka Station and bound for Doshisha-mae Station) had just passed Tsukaguchi Station and was traveling on a curved section south of the Meishin Expressway when the first five cars derailed, causing the lead car to turn over on its left side. As the lead car continued to slide on its side, the front end rammed into the inner wall of the ground-level parking garage of an apartment building on the east side of the tracks, and the rear end collided with a column at the northwest corner of the building. The second car’s center left side struck the same column between the rear end of the first car, and the left side of its rear end hit a column at the building’s northeast corner. The third, fourth, and fifth cars also derailed, but the sixth and seventh cars stayed on the tracks.

### 2. State of investigation

ARAIC immediately dispatched a team of commissioners, railroad accident investigators, and other personnel to the accident site in order to launch an investigation of the causes. Recognizing the urgency of considering measures that would prevent the reoccurrence of such accidents, ARAIC issued an interim report on its investigations on September 6, 2005 and made a number of recommendations to MLIT's Minister. Its recommendations touched on such issues as enhancing the performance of ATS devices, making sure that other trains are protected from secondary damage at the time of such accidents, installing and using devices that record the condition of trains in operation, and enhancing the precision of speed sensors.

On December 20, 2006, ARAIC released a draft report detailing the facts learned in its investigation, including information on: the chain of events leading up to the accident, fatalities and other human damage, the driver and the conductor, hardware (train cars, railway facilities, automatic train stop systems, etc.), JR West's safety management practices, as well as the results of tests and questionnaire surveys conducted by the commission. ARAIC held a hearing on February 1, 2007 to solicit opinions from a broad range of experts and persons involved in the accident.

Currently, the commission is continuing its investigation based on the opinions offered at the hearing, with the aim of drawing up a final report on the accident.
## 2 Railway Traffic Safety Measures

## 2 -1 Improving the railway traffic environment

## Upgrading operational safety devices

Trains are being operated at increasingly higher speeds, on increasingly crowded tracks. To ensure the safety of train operations under such conditions, the government promoted the improvement of centralized traffic control (CTC) devices. Also, in accordance with a plan for emergency improvements that was adopted in the wake of the JR West Fukuchiyama Line derailment, railway companies continued to install ATS devices to prevent trains from traveling above allowable speeds on sharply curving sections of tracks. Furthermore, the government revised technical standards to require installation of ATS devices and other safety systems at curves, switches, terminuses, and other rail sections with a risk for major accidents.

## Strengthening the earthquake resistance of railway structures

Based on evaluations made by the Conference on Shinkansen Derailment Countermeasures, the nation implemented measures to strengthen tunnels where reinforcement against earthquakes became necessary following the confirmation of active faults along their routes. The nation also adopted measures to strengthen the earthquake resistance of pillars that are supporting elevated tracks. The problematic pillars have been weakened by above-ground concrete laid near their midway points. The nation also took steps to strengthen pillars for elevated tracks along other sections of the bullet train route and along older commuter and express lines.

In preparation for large earthquakes with high probability of occurrence in the near future, authorities urgently implemented measures to reinforce the earthquake resistance of major railway stations, which are expected to play key roles in earthquake-related operations, such as by functioning as staging centers for the transport of emergency personnel. As another earthquake countermeasure, the government promoted the installation of retransmitters that would enable information to be transmitted to subway zones that are otherwise impenetrable to terrestrial broadcasts.

## 2 -2 Assuring the safe operations of railways

Improving educational programs for trains crews and safety specialists; enhancing the basic competence of personnel

To ensure that those seeking to operate power cars (hereinafter, “train operators”) have the temperament and other qualities to perform the job competently, the government implemented a system of exams for train operators. It also convened an evaluation committee that examined the issue of how to enhance the competence of train operators. This committee looked into various methods of educating train operators and of improving their occupational environment.

## I mproving the management of train operations and crews

In the area of traffic control systems, regulators directed railway companies to take steps to
establish rapid and efficient driver command systems. These steps included increasing the number of radios available for operational commands and intra-crew communications, and introducing centralized traffic control (CTC) devices. In terms of personnel management, regulators directed railway companies to foster a greater awareness of the importance of safety among their employees. They also directed train companies to improve their systems of safety management by establishing procedures that enable them to closely monitor the psychological and physical condition of their crews at the time they begin work—to enable the crews to perform their jobs competently and to ensure safe driving.

## Safety auditing of railway companies

As a means of ensuring safety in railway operations, the government revised the Railway Business Act to require railway companies to formulate safety management rules, appoint safety directors, and take other steps to build up their safety management systems. In addition, regulators conducted safety audits of railway operators to inspect and provide guidance on the operators' transport safety assurance measures, maintenance and management of facilities and rolling stock, train operation procedures, crew training, and other areas of concern.

The government also established the Transport Safety Management Evaluation Program to assess railway companies’ progress in constructing safety management systems that realize a unified approach to safety for the entire organization, from its top management to its front-line workers.
## CHAPTER 2 MARITIME TRANSPORT

## 1 Maritime Accident Trends

## 1 -1 Maritime accidents and rescues in 2006

(1) A total of 2,544 vessels were involved in maritime accidents, with 843 of them safely returning to port without assistance. Of the remaining 1,701 vessels, 1,404 needed rescuing. A total of 14,577 people were aboard vessels involved in the accidents. Vessels requiring no assistance carried 9,657, while 4,799 of the remaining 4,920 required rescue.

(2) There were 121 people who died or became missing in maritime accidents, and 153 people who died or became missing after falling overboard.

(3) Fishing vessels reported the largest percentage of total fatalities and missing persons involved in maritime accidents or falling overboard, 60% for the former and 61% for the latter.

Changes in Vessels, Fatalities, and Missing Persons

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 2006 maritime accidents and rescues, including pleasure boats

(1) A total of 945 pleasure boats $ ^{5} $ were involved in maritime accidents, 174 of which returned to port without assistance. Of the remaining 771 vessels, 697 required rescue.

(2) The number of pleasure boats involved in maritime accidents declined by 40 against the previous year, but pleasure boats accounted for 37% of all vessels in maritime accidents.
Focus

## Coast Guard Adopts System to Automatically Locate 1-1-8 Callers

The Japan Coast Guard (JCG) put into operation on April 1, 2007 a system that rapidly traces the origin of mobile and IP phone calls to 1-1-8, the maritime emergency service number. When any of the nation’s eleven Regional Coast Guard Headquarters receives such a call, the system locates the call source as the dispatcher speaks with the caller. The source
is then indicated on an electronic nautical chart on the dispatcher’s display.

The system is designed to handle calls from mobile phones (3G models) and IP phones (excluding mobile types). In the case of GPS-enabled mobile phones, the system receives information on the caller's location from the GPS. The location of callers using non-GPS mobile phones is traced from the base station and sent to the system.

In 2006, more than half of the accidents initially notified to the JCG via 1-1-8 were called in from mobile phones: 723 of the 956 vessels involved in maritime accidents (75.6%), and 292 of the 543 persons suffering accidents involving injury or death (53.8%).

Prior to the system’s adoption, considerable time was sometimes required to pinpoint the location of mobile phone callers to 1-1-8, due to the general lack of markers and other reference points to aid the callers in describing their position. Now, however, caller positions can be immediately determined, allowing for speedy, on-target rescues. Accordingly, the new system is seen as a vital tool for achieving a key goal of the Eighth Fundamental Traffic Safety Program (adopted by the Central Committee on Traffic Safety Measures on March 14, 2006): reducing the number of fatalities and missing persons resulting from marine accidents and falling overboard to fewer than 220 per year by 2010.
## 2 Current Maritime Traffic Safety Measures

## 2 -1 Maritime environment enhancements

## Traffic safety 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.

## 2 -2 Maritime safety campaigns

## Spreading the principle of prevention

An effective approach to reducing maritime accidents is to raise public awareness concerning the importance of accident prevention, and to promote the acquisition and improvement of prevention-related knowledge and skills. Accordingly, authorities worked to spread the principle of prevention through a variety of endeavors, including visiting vessels in port to provide guidance to the crews, and hosting maritime accident prevention seminars at locations across the nation. In addition, Regional Coast Guard Headquarters spearheaded safety campaigns tailored to the characteristics and needs of their respective regions, such as campaigns to prevent accidents resulting from typhoons, accidents during seasons of heavy fog, and accidents due to napping while the self-steering system is in operation.

## 2 -3 Ensuring Safe Operation

## Enhancement of transport operator guidance and supervision

The government conducted audits to investigate compliance by maritime transport companies in their operational management duties, and endeavored to strengthen the effectiveness of the audits by improving and expanding the methods of inspection. Also, the government sought to further ensure maritime transport safety by launching the Transport Safety Management Evaluation Program to assess the progress of transport operators in constructing safety management systems that realize a unified approach to safety for the entire organization, from its top management to its front-line workers.

## 2 -4 Augmentation of Safety Measures for Small Vessels, etc

## Safety measures for marine recreation

The Japan Coast Guard targeted popular marine recreation areas with a campaign that provided in-depth guidance on accident prevention for each mode of recreation. The activities included safety guidance given by patrol vessel and craft crews, accident prevention workshops, and on-site guidance given to vessel crews.

### PART I Chapter 2. Maritime Transport
The police likewise engaged in a number of water safety efforts concentrated on ports and other areas of heavy vessel traffic, popular swimming beaches, and waters frequented by marine leisure sport enthusiasts. The efforts involved providing safety guidance from police boats, patrolling with support from police aircraft, and collaborating with community organizations and relevant agencies (such as the Personal Watercraft Safety Association and the Okinawa Marine Leisure Safety Bureau Foundation) to enhance the marine leisure environment, extend safety guidance to marine recreation providers, and raise the safety awareness of marine recreation users.
Focus

# Prevention of Maritime Accidents from Intensified Low-pressure Systems

I On different occasions in October 2006, strong winds and high waves caused by rapidly developing low-pressure systems resulted in numerous ship accidents off Japan’s Pacific coast. A large number of people died or became missing as indicated below.

Oct. 6	Seeking to ride out a storm, the Panamanian-registered freighter Giant Step (98,587 tons) left its anchorage outside Ibaraki Prefecture's Kashima Port, and was heading out to deeper waters when it grounded on a reef. As a result, 10 of the 26 crew members died or became missing, and a large amount of fuel oil was spilled.
Oct. 6	The fishing vessel Chiyo Maru No. 7 (198 tons) capsized due to stormy weather while sailing for Onagawa Port in Miyagi Prefecture. All 16 crew members died or went missing.
Oct. 8	The leisure fishing boat Akiyoshi Maru No. 3 (16 tons) was capsized by a huge wave while sailing in waters off Shimoda Port of Shizuoka Prefecture. Of the 15 passengers and crew members, seven were killed or became missing.
Oct. 24	Two freighters that had been anchored in Kashima Port, the Chinese-registered Ocean Victory (88,853 tons) and the Panamanian-flagged Ellida Ace (85,350 tons), ran aground as they attempted to escape the stormy seas.

II In each of the occasions listed above, the Japan Meteorological Agency (JMA) had forecasted that the low-pressure system would rapidly develop and produce strong winds, and accordingly issued national/local marine weather warnings and forecasts. In response, the Japan Coast Guard (JCG) widely broadcasted weather information to vessels in waters around Japan and called for them to exercise caution. In addition, shipping agencies and other relevant parties at ports where stormy weather was forecast were requested by JCG to instruct vessels in port to comply with regulations for suspending cargo handling under specific conditions and to take precautions against the expected strong winds.

Since the storms resulted in multiple freighter accidents in Kashima Port despite the warnings issued, the Ministry of Land, Infrastructure and Transport (MLIT) and JCG set up a local liaison conference to bring together the relevant organizations, local authorities, and other parties concerned in order to prevent recurrence of similar accidents by re-examining standard storm avoidance procedures and systems of communication. The maritime authorities are also promoting the enhancement of meteorological and oceanographic data observation, and the improvement of port facilities.

Due to the significant involvement of flag-of-convenience vessels in the accidents, MLIT conducted hearings to question three maritime shipping companies on their safety
management systems and accident prevention measures. All three companies are striving to prevent further accidents by building vessel safety management systems based on the International Safety Management (ISM) Code. However, since it is vital for such systems to function fully and accurately, MLIT requested the Japanese Shipowners' Association to call upon all major maritime shippers to re-examine their safety management schemes and make every effort to realize adequate safety management of their vessel operations.

Another point of concern was the perceived ambiguity of the weather bulletins’ headers. The headers, such as “Information on low-pressure system,” did not clearly communicate the nature of the warnings. JMA took action to entitle their forecasts and warnings with disaster-associated terms like “strong winds,” “high waves,” and “heavy snow” (e.g., “Information on strong winds and high waves”) so that users could immediately recognize the importance of the messages.

JCG is continuing to provide appropriate storm information to vessel crews, fishers, and other parties involved in marine enterprises, and is actively seeking to raise awareness concerning maritime accident prevention measures through a variety of tactics, including seminars and visits to vessels in port.

The Fisheries Agency is also playing its part by sponsoring ten-day campaigns every year to encourage the prevention of fishing accidents, and by coordinating efforts with other government agencies to avert fishing vessel accidents.
## CHAPTER 3 AIR TRANSPORT

## 1 Air Traffic Accident Trends

## 1 -1 Air traffic accidents in recent years

A total of 18 accidents occurred in 2006, resulting in 4 fatalities and 10 injuries. In recent years, there have been only two or three accidents per year involving large aircraft, mainly as a result of air turbulence. Most accidents involved small aircraft.

Changes in Civil Aircraft Fatalities and Injuries

Aircraft type	Number of accidents	Number of casualties
Year	Large aircraft	Small aircraft	Ultra-light aircraft	Heli-copters	Gyro-planes	Gliders	Airships	Total	Fatalities	Injuries
2002	4	4	5	15	0	7	0	35	13	65
2003	3	10	3	1	0	2	0	19	12	13
2004	5	11	2	6	1	3	0	28	14	26
2005	1	8	0	7	0	7	0	23	16	20
2006	3	3	4	2	1	5	0	18	4	10

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

2. All figures are as of the end of the given year.

3. Figures include accidents involving Japanese aircraft outside Japan (1 in 2003, 2 in 2004).

4. Figures include accidents involving foreign aircraft in Japan (1 in 2003, 2 in 2004).

5. Figures do not include natural deaths or non-accidental casualties (self-inflicted or otherwise) that occurred on board aircraft.

6. Fatalities include all deaths occurring within 30 days and missing people.

7. Injury figures for 2005 and 2006 are provisional.

## 1 -2 Mishaps Involving Air-traffic Safety in 2006

## Safety problems involving air carriers

Since January 2005, there has been a series of safety problems and mishaps resulting from human error or aircraft defects among Japanese air carriers. In 2006, Skymark Airlines was reprimanded for having operated several aircraft without conducting required maintenance on time, and the JAL Group was likewise found to have flown a passenger jet without inspecting the main landing gear by the deadline. An accident occurred in March 2007 when an All Nippon Airways Bombardier was forced to make an emergency landing at Kochi Airport because the nose landing gear failed to extend.
## 2 Current Air Traffic Safety Measures

## 2 -1 Ensuring safe operation of aircraft

## Strengthening supervision of air carriers

The Ministry of Land, Infrastructure and Transport (MLIT) augmented and strengthened its systems for monitoring and supervising air transport companies by establishing a new full-time audit unit staffed by some 20 officers. The unit engaged in specialized, systematic safety auditing of air carriers. MLIT also launched the Transport Safety Management Evaluation Program to assess the progress of transport operators in constructing safety management systems that realize a unified approach to safety for the entire organization, from its top management to its front-line workers.

## Shifting to preventive safety

The government partially amended the Civil Aeronautics Law with the purpose of preventing human error-based accidents and Troubles by encouraging air carriers to instill safety-minded attitudes and build a climate of safety among their employees. As a result of the Amendments, carriers became obligated to formulate a safety management manual, appoint a safety manager, and fulfill other safety-related requirements. As a means of broadly collecting and analyzing information on air safety, the government also started requiring carriers to report safety-related issues in addition to accidents and serious incidents.

## 2 -2 Ensuring aircraft safety

## I mproving maintenance and examination of aircraft

In addition to examinations of manuals and regular safety inspections, MLIT has directed carriers to address ongoing air mishaps by identifying the causes of aircraft defects and preventing recurrences and has introduced random on-the-spot inspections in order to strengthen surveillance and supervision of air carriers.
# — PART II — TRAFFIC SAFETY MEASURES FOR IMPLEMENTATION IN FY2007

## CHAPTER 1 LAND TRANSPORT SAFETY

## Section 1 Road Transport Safety

## 1 Road Environment Enhancements

## Provision of walking space with priority on pedestrian safety

With the cooperation of local governments, the national government will promote traffic-safety measures focused on pedestrians by actively implementing initiatives to build and upgrade sidewalks along school roads, residential roads and major roads in urban areas.

(1) Sidewalks along school roads

To ensure the safety of young children commuting to elementary schools, kindergartens, day care centers, and children's cultural facilities, the government will advance an ambitious program for the development of sidewalks etc., along school routes.

(2) Traffic-safety measures for residential roads

Working in cooperation with prefectural public safety commissions and road management agencies, the government will implement a new area-wide and comprehensive accident-prevention measures in the Safe Pedestrian Areas of major roads on the edge of residential areas and commercial areas where there is a high incidence of traffic accidents resulting in casualties. It will also implement a vigorous program of sidewalk building alongside residential roads outside of Safe Pedestrian Areas.

(3) Provision of barrier free and other walk spaces

In order to help seniors and disabled people lead independent, socially active lives, the government will pursue ambitious programs of sidewalk building in areas near train stations, public facilities, welfare facilities, hospitals and so on, basing their plans on universal design concepts and ensuring sufficient width and evenness.

## 2 Dissemination and Reinforcement of Traffic Safety Messages

## Traffic safety education for the elderly

In an effort to improve community-based traffic safety education for the elderly, the government will run the “Hands-on Program for Promoting Safe Driving by Seniors” to build the teaching skills of senior traffic instructors (Silver Leaders) and other educators by equipping them with the knowledge necessary for teaching driving safety to fellow seniors.

In addition, it will continue to implement the “Cross-generation Sharing Project,” in which children, parents, and seniors gather to discuss topics in traffic safety, and will operate the “Child-rearing Families and Seniors Home Visit Project,” in which traffic safety guidance is provided at