Silviase/jgov_v1.4_full_ann huggingface dataset:
and elimination of utility poles in road sections under renovation. Moreover, various projects, such as conversion of traffic signals to LED lighting and enhancement of road marker visibility, were implemented to ensure safe passage of seniors and disabled people, and to respond to the growing number of elderly drivers.

## Application of Intelligent Transport Systems

The nation continued to pursue the implementation of intelligent transport systems (ITS), which incorporate advanced information technology to coordinate people, roads, and vehicles under one integrated system. These systems are designed to enhance road safety and transportation efficiency and comfort, as well as to protect the environment by reducing traffic congestion and otherwise streamlining the flow of traffic. Guided by the principles established in 1996 under the Comprehensive ITS Initiative, the government spearheaded research and development projects, field tests $ ^{2} $ , infrastructure development, and other efforts that involved collaboration with industry and academia.

(1) A key component of ongoing work on ITS has been the Universal Traffic Management Systems (UTMS), whose aim is to ensure traffic safety and comfort through a network of advanced traffic control centers. Using near-infrared beacons $ ^{3} $ , the system envisages the creation of control centers that will be able to establish two-way communications with individual vehicles on the road, thus giving the centers the ability to actively and comprehensively manage traffic flows and volumes. Via this means, the UTMS is aiming to provide advanced traffic information, manage vehicular operations, and give priority passage to public vehicles, as well as to reduce traffic pollution, support safe driving, and ensure pedestrian safety. Based on the UTMS concept, the nation took steps to improve its traffic systems and to install facilities for near-infrared beacons, which are the key infrastructural component of the UTMS.

(2) The government also worked toward the deployment of diverse ITS services, including smooth transit of various tollgates through the use of electronic toll collection (ETC) systems based on dedicated short-range communications (DSRC) technology, regional guides that are tailored to location and user needs, and timely provision of cruise-assist information. These efforts were pursued with an eye on finding ways to interlink the services with mobile phones, optical communication systems, and other communication media.
Focus

## Driving Safety Support Systems Based on the New IT Reform Strategy

The concept of “infrastructure cooperative driving safety support systems” refers to on-board systems that help drivers respond to traffic situations outside their field of vision by wirelessly receiving data from infrastructural devices (including roadside facilities, onboard systems in other vehicles, and devices carried by pedestrians), and issuing information and warnings to the driver as needed. These systems rely on information technology, which is seen as playing a major role in traffic safety in the years ahead, as it can reduce the incidence of careless errors by filling in gaps in human cognition and judgment.

In recent years, governmental agencies and the private sector have worked together toward the development of practical forms of infrastructure cooperative driving safety support systems, but many of those endeavors were limited to the verification test stage, with development either falling short of practical application, or reaching practicality without achieving broad deployment. In order to overcome this barrier, a road map toward practical deployment was incorporated in the “New IT Reform Strategy” adopted by the government’s IT Strategic Headquarters on January 19, 2006. Specifically, the plan called for establishment of joint committee of government and private sector representatives in early 2006 in order to seek practical deployment by 2010 through a process of investigating the ideal shape of effective systems and the content of verification tests, conducting large-scale verification tests on roads in selected regions by 2008, and quantitatively assessing the systems’ contribution to accident reduction.

The first step was carried out with the April 2006 launch of the ITS Promotion Council, a public-private committee coordinated by the Cabinet Secretariat. In the following August, the council compiled “The Ideal Shape of Verification Testing for Practical Application of Driving Safety Support Systems” as an outline of the plans for large-scale testing. In this report, the council members organized the systems to be tested according to traffic accident types and causes, and laid out their thoughts regarding the testing areas and the agenda for each fiscal year. Presently, the agencies participating in the project are engaged in the following activities as specified by the report.

The National Police Agency (NPA) is working on Driving Safety Support Systems (DSSS; see Figure 1), which are aimed at preventing traffic accidents by providing drivers with visual and auditory information to encourage attentiveness to risk factors, and thereby create a driving environment that facilitates a greater margin of safety. DSSS are being designed for a variety of systems (services) according to traffic accident types, and four of these systems were launched as model programs in Tokyo in FY2006: a system that provides information to prevent rear-end collisions, a system that provides information on
Figure 1 Overview of DSSS

accident conditions, a system that provides information on speed, and a system that provides information on crossing pedestrians.

The NPA is also pursuing research and development of advanced DSSS functions, including efforts toward realizing accurate information provision tuned with driving behavior, and is seeking to practically deploy DSSS nationwide as early as possible, with the support of relevant agencies.

The Ministry of Internal Affairs and Communications launched in FY2007 a project entitled “Research and Testing for Practical Deployment of Driving Safety Support Information and Communication Systems” to study the practical application of road-vehicle and vehicle-vehicle driving safety support systems that use various radio-wave media, and to test the effectiveness of those systems in a live environment. In addition to measuring radio-wave transmission and other basic system characteristics, the project team is formulating communications technology specifications for the systems, including for the wireless interfaces and communications protocols used between vehicles, and between roads and vehicles. The schedule calls for the commencement of large-scale verification tests in FY2008.

The ministry also plans to initiate live testing of the products of their research and development projects on ubiquitous ITS (ongoing since FY2005) and effective application of radio waves. The testing will mainly focus on the products that have strong potential to
contribute to the realization of driving safety support.

The Ministry of Land, Infrastructure and Transport is constructing the Advanced Cruise-assist Highway System (AHS) as an effective strategy for reducing traffic accidents. The system is designed to keep drivers alert by providing information as needed, and thus can help to realize safe, comfortable travel. As a step toward practical deployment, the ministry began to conduct in FY2007 verification testing of various component systems at different locations on metropolitan expressways and other roads. Specifically, components such as an obstacle information system, a forward information system, and a merging support system are being tested using an on-board ITS unit. The Internet-connectable unit provides audio and visual information received from DRSC-based roadside systems, and is designed to work with a variety of media and services, including such existing services as ETC and VICS (Vehicle Information and Communication System), as well as infrared beacon-based information services. The Japan Electronics and Information Technology Industries Association (JEITA) issued a suite of ITS standards in March 2007.

Since FY2006 the ministry has been leading the fourth phase of a collaborative project between the government, industry, and academia to promote the development and propagation of Advanced Safety Vehicles (ASV), which incorporate information technology to further enhance safety. The project members are working toward practical ASV deployment as they engage in various vehicle-side efforts for the implementation of large-scale verification testing of infrastructure cooperative driving safety support systems, as called for by the New IT Reform Strategy.

Figure 2 conceptual image of driving safety support based on on-board ITS units
## 2 -2 Dissemination and reinforcement of traffic safety messages

## Traffic safety education for the elderly

The government also recognized the need to increase traffic safety awareness of seniors themselves, through mutual edification programs involving seniors. Toward this end, the government supported the establishment of traffic safety clubs within seniors' clubs and retirement homes, and promoted training of "Silver Leaders," seniors who provide education on traffic safety to other seniors. It also encouraged seniors' clubs, etc. to take leadership roles on traffic safety within their communities and households, and provided support for such efforts. This included guidance to help seniors' clubs, etc. create "Hiyari Maps" (maps of near-miss spots) with the cooperation of related organizations.

The Cabinet Office launched in FY2006 the “Hands-on Program for Promoting Safe Driving by Seniors” in order to train Silver Leaders and other seniors with community influence to provide sustained leadership in community-based driving safety education for the elderly. The Cabinet Office also continued to implement two ongoing programs: the “Central Training Program for Silver Leaders,” which has as one objective the improvement of Silver Leaders’ ability to educate sub-leaders; the “Traffic Safety Awareness Program for Seniors,” which encompasses the “Cross-generation Sharing Project,” in which people from three generations gather to learn about traffic safety, and the “Seniors Home Visit Project,” in which traffic safety guidance is provided at home to seniors unable to attend traffic safety seminars.
Focus

## Economic Losses Caused by Road Traffic Accidents

The Cabinet Office’s FY2006 “Investigative Study for Economic Losses Caused by Road Traffic Accidents” quantifies the costs of road traffic accidents and analyzes them in terms of not only financial losses, but also non-financial losses, such as pain, suffering, and inability to enjoy the pleasures of life. By clearly highlighting the costs associated with traffic accidents, the government seeks to raise public awareness concerning the magnitude of these losses, and to encourage the implementation of effective, efficient traffic safety measures.

The following is a summary of the study.

### 1. Scope of accident loss calculation

The study calculated the financial losses and non-financial losses resulting from road traffic accidents in a one-year period.

Financial losses were defined as: personally borne losses, such as lost earnings, medical expenses, and compensation for pain and suffering; material losses, such as the cost of repairing vehicles and structures; employer-borne losses, such as decreases in value added due to employee's inability to work; and losses incurred by public organizations, etc., such as the cost of ambulance services, the cost of accident handling by the police, court expenses, insurance management expenses, and losses due to accident-related traffic congestion.

Non-financial losses comprised accident-related pain, suffering, reduced quality of life, inability to enjoy the pleasures of life, and other non-financial losses where death was involved (hereafter, “death-related losses”), and the amount was calculated based on willingness to pay (here meaning the maximum amount that people are willing to pay to reduce the risk of death from traffic accidents).

### 2. Total road accident loss

Road accident losses were computed to total 6,745 billion yen, which translates to 1.4% of the gross domestic product (see Figure 1).

## (1) Death-related losses

As it is impossible to make adequate post-accident assessments of the value of specific people’s lives that were lost, the Cabinet Office conducted questionnaire surveys based on the contingent valuation method, and used the results to estimate willingness to pay, which was then applied to the calculation of death-related losses. The total was determined to be 2,330 billion yen.

## (2) Financial losses

Financial losses totaled 4,416 billion yen, with personal losses accounting for 1,484 billion yen (22%), material losses for 1,781 billion yen (26%), employer losses for 100
Figure 1 Losses due to Traffic Accidents (amounts in billion yen)

Note: Due to rounding, the total of the component figures does not equal the total listed.

billion yen (1%), and public agency losses for 1,050 billion yen (16%).

### 3. Per-capita road accident losses

The per-capita losses pertaining to death, permanent disability, and injury work out to 259 million yen, 9.65 million yen, and 1.77 million yen, respectively (see Figure 2).

The per-capita loss pertaining to death is nearly on par with the levels in Finland, the United Kingdom, and Sweden (see Figure 3).

Figure 2 Per-capita Road Accident Losses (amounts in 1,000 yen)

Note: Due to rounding, the total of the component figures does not equal the total listed.
Figure 3 International Comparison of Per-capita Road Accident Losses
## 2 -3 Ensuring safe driving practices

## Developing better and more effective measures for elderly drivers

Programs for evaluating the competency of senior drivers, which are required for persons aged 70 and older, include tests for competencies that are necessary for safe driving. In these programs, participants may be asked either to drive a vehicle or to use driver-competence testing equipment to arrive at evaluations. The goal is to have elderly drivers become aware of the changes that are occurring in their physical functioning and to offer them advice and guidance based on the results of the findings. Under existing regulations, persons who participate in these programs are not required to take courses that they normally would be required to take when renewing their licenses. In 2006, a total of 1,468,374 persons participated in these programs. Traffic safety agencies also organized classes for drivers aged 65 to 69, which are held in conjunction with license renewals. These classes endeavored to teach seniors about their own driving tendencies and about the characteristics of accidents in which the elderly were commonly involved.

## Enhancing guidance and supervision of road transport operators

Government agencies conducted preventive audits of road transport service operators, including early audits of new entrants and follow-up audits of operators who had been subjected to administrative disposition. Efforts were also made to enhance the cross-notification system between the relevant agencies, and to implement joint auditing and supervision of taxi service operators. At the same time, authorities more aggressively applied administrative disposition against disreputable practices, especially with regard to operators who condone drunk driving or require drivers to work excessively long hours.

The government also began requiring transport companies to adopt safety management systems that realize a unified approach to safety for the entire organization, from its top management to its front-line workers. At the same time, the government established the Transport Safety Management Evaluation Program to assess transport operators' progress in building such safety management systems.

## 2 -4 Advancing vehicle safety

## Promotion of vehicle safety measures

In 2004, the government responded to defect cover-ups and other illicit practices by automakers by initiating measures to prevent the recurrence of fraudulent recall-related activity by bolstering the various systems for information gathering, auditing, and technical inspection. In 2006, this effort was expanded through amendment of the Road Transport Vehicle Act and other legislation, establishment of a recall technical inspection center at the National Traffic Safety and Environment Laboratory to verify the causes of automobile defects through direct testing of the target vehicle. These accomplishments marked the completion of the government’s buildup of systems for preventing further defect-related fraud, and the systems are already being used to steadily implement the government’s scheme for vehicle recalls.
The government also commenced the fourth phase of its project for promoting ASVs, which use smart technology to realize greater safety. Vehicle assessment activities for FY 2006 included collision safety testing of 21 models.

In order to prevent bus fires, separation of truck wheels, and other accidents resulting from inadequate inspection and maintenance, the government revised regulations pertaining to vehicle inspection standards. In addition, the government took action against the problem of illegal retrofittings being used for various dishonest practices, such as the padding of maximum loading weights and maximum passenger capacities, by amending the Road Transport Vehicle Act to provide for on-site inspections of retrofitting manufacturers and other entities.

## 2 -5 Improving rescue and emergency medical systems

## Enhancing the effectiveness of the “Doctor-helicopter Program”

The “Doctor-helicopter Program,” which deploys specially equipped emergency helicopters to emergency sites with a physician on board, aims at providing better medical care at emergency sites and during patient transportation. Through this program, on-site emergency medical care can be performed more immediately than before and patients can be transferred more rapidly to hospitals. As of the end of FY2006, emergency stations in ten prefectures started operating such helicopters. The government has been making progress in the implementation of the program through enhancement of coordination among related agencies and groups, such as by improving information sharing between the zones and locations where helicopters can safely land, creating a common operational manual, and developing a common-frequency radio system.
## Section 2 Railway Transport

## 1 Trends in Railway Accidents

1-1 Operations accidents in recent years

(1) Railway operations accidents $ ^{4} $ have been in a long-term decline, and totaled 821 in 2006, falling 9.3% from the level of the previous year.

(2) In 2006, casualties from railway operations accidents numbered 706 (including 304 fatalities), a 48.0% drop.

(3) Accidents at railway crossings decreased by 19.6% to 362, of which operations accidents accounted for roughly 44%. Casualties from these accidents numbered 237, which was 22.5% lower than the previous year.

(4) There were three major accidents (resulting in at least ten casualties or derailment of at least ten cars) in 2006: a derailment on the Keio Corporation’s Keio Line on April 5; a collision between streetcars on the Tokyo Metropolitan Bureau of Transportation’s Arakawa Line on June 13; and a derailment on the West Japan Railway Company’s Tsuyama Line on November 19.

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.
Focus

## Construction of Safety Management Systems at Public Transport Businesses

Starting in 2005, the nation was plagued by a rash of transportation accidents and problems resulting from human error, as witnessed in the tragic derailment that occurred on the Japan Railway West Company’s (JR West) Fukuchiyama Line. The Ministry of Land, Infrastructure and Transport (MLIT) reacted to this situation by forming the Commission to Study Measures for Preventing Human Error-based Accidents in Public Transportation in June 2005. After studying various ways to implement measures that would comprehensively and effectively prevent further public transport accidents stemming from human error, the commission issued in April 2006 a final report that emphasized the need for transport operators to construct safety management systems, and for the deployment of preventive safety technologies.

During the Diet’s 164 $ ^{th} $ session, lawmakers responded to the commission’s recommendations by passing the Act to Partially Revise the Railway Business Act, etc. to Enhance Transportation Safety (hereafter, “Safety Enhancement Act”), which provided blanket amendment of the transport business laws concerning rail, automobile, maritime, and air transport.

The Safety Enhancement Act, which went into effect in October 2006, includes revisions that require transport businesses to formulate safety management rules, appoint a safety director, and file the rules and the safety director's information with the relevant agency. The law also obliges transport operators and government agencies to disclose information pertaining to transport safety. The aim of these changes is to have transport operators build safety management systems that realize a unified approach to safety for the entire organization, from its top management to its front-line workers. The creation of such systems can revive observance of the principle of “safety first” and correct gaps in communication between top management and front-line workers, and thereby provide transport operators with a stronger foundation for ensuring safety.

Another important feature of the Safety Enhancement Act is that it provides for the Transport Safety Management Evaluation Program, under which the national government tracks the transport operators' progress in constructing safety management systems. In this program, government inspectors visit the headquarters of transport businesses and interview the top management, the safety director, and other officers to assess these leaders' attitudes toward the safety management system, and examine their decision-making processes. As such, these inspections provide an approach different from traditional safety audits, allowing the government to directly evaluate the safety management efforts of transport business administrators, and provide them with advice on how to further enhance their safety measures.

As of March 2007, the Transport Safety Management Evaluation Program had been
applied to 44 major transport operators, including JR West. Of that number, 16 were rail transport operators, 5 were air transport operators, 14 were automobile transport operators, and 9 were maritime transport operators. MLIT is seeking to further boost safety efforts in public transportation by firmly implementing the new evaluation program through a comprehensive approach that includes enhancement and reinforcement of the pre-existing safety auditing systems.

## Reference – Investigation of the JR West Fukuchiyama Line Derailment

An extremely serious accident occurred on April 25, 2005, when a rapid-service train derailed on a curved section of the track between Tsukaguchi Station and Amagasaki Station on the JR West Fukuchiyama Line. The derailment resulted in 107 fatalities and 555 injuries, as reported by police officials.

The Aircraft and Railway Accidents Investigation Commission (ARAIC) is continuing to diligently investigate the causes of the accident. The following is a summary of the course of the investigation to date.