Silviase/jgov_v1.4_full_ann huggingface dataset:
北海道東北開発公庫

平 成 元 年 度 補 正 資 金 計 画

支 出	收 入
区 分	金 额(千円)	区 分	金 额(千円)
贷 付 金	167,500,000	前 期 末 现 金 预 付 金	17,322,274
出 资 金	1,300,000	座 業 投 资 出 资 金	4,200,000
借 入 金 償 還	40,536,446	借 入 金	78,100,000
贷 金 運 用 部 借 入 金 償 還	17,653,246	贷 金 運 用 部 借 入 金	64,300,000
簡 易 生 命 保 険 及 郵 便 年 金 借 入 金 償 還	22,290,000	座 業 投 资 借 入 金	13,800,000
座 業 投 资 借 入 金 償 還	593,200	北 海 道 束 北 開 発 償 券	65,000,000
債 券 償 還 金	57,217,000	寄 託 金	1,272,000
固 定 资 座 取 得 費	262,141	贷 付 回 收 金	113,000,589
事 業 損 金	56,080,958	事 業 益 金	48,496,185
事 務 費	3,771,131	一 般 会 計 上 刂 受 入	3,456,000
借 入 金 利 息	16,808,000	石炭並びに石油及び石油代替エネルギー対策特別会計より受入	5,445
債 券 利 息	34,877,372	雑 収 入	882,901
寄 託 金 利 息	29,808
債 券 発 行 諸 費	594,647
予 備 費	79,000
期 末 現 金 預 付 金	8,759,849
合	331,735,394	合 計	331,735,394
## Part 2 Railway Transport

## Chapter 1 Railway Traffic Accident Trends

1 Operating Accidents over Recent Years

(1) Railway operating accidents $ ^{5} $ have been on a long-term decline, and although there were 1,252 in 1991, in 2011 there were only 855 incidents.

(2) There were 757 injuries and fatalities resulting from railway operating accidents (including 317 fatalities), which indicated 0.9% decrease from the previous year.

(3) Accidents at railway crossings increased by 2.8% to 325, of which operating accidents accounted for roughly 38.0%. 211 fatalities resulted from those accidents, which was 15.9% lower than the previous year.

(4) A major accident in 2011 occurred (there were over 10 fatalities and injuries, and over 10 cars derailed in the accident) on May 27th with JR Hokkaido Sekisho line in Seifuzan signal field, when the disaster of train derailment occurred in a tunnel causing injuries to 79 passengers.

Changes in Railway Operational Accidents and Casualties

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

2. Fatalities are defined as deaths occurring within 24 hours of an accident.
# Chapter 2 Overview of Current Railway Traffic Safety Measures

## 1 Improvement of Railway Environment

## ○ Improving Operational Safety Devices

Based on the technical criteria amended with regard to the JR West Fukuchiyama Line train derailment accident, improvement such as ATS is being promoted for curves, turnouts, feed lines, and others that have the risks of causing a serious accident.

## o Strengthening of the Earthquake Resistance of Railway Structures

Seismic strengthening of the elevated bridges of the Shinkansen and conventional lines were promoted. Furthermore, in preparation for the next expected large-scale earthquake, the emergency implementation of seismic strengthening was also carried out in primary stations that function as bases for emergency personnel transportation.

## 2 Dissemination of Knowledge about the Safety of Rail Traffic

The government tried to raise awareness for the prevention of accidents and the dissemination of knowledge of the road and rail traffic crossing safety through campaigns in schools, for residents living along the railroad, and for road transport operators, with posters about accident prevention crossing.

In addition, for effective safety education regarding the railroad usage for children the necessary matters were investigated, and train operators were encouraged to make lectures regarding the materials created.

## 3 Ensuring the Safe Operation of Railways

## o Retaining the Quality of Train Operators

In order to ensure the quality of power car operators, a power car operator license examination has been carried out. Also, in order to retain the quality of the crew, operation management instructed to take appropriate measures regarding education.

## ☐ Analysis and Utilization of Risk Information

In order to prevent serious train accidents, incidents information has been collected, so that it can be shared between the parties concerned with the risk information. In addition, regarding risk information that was not subject to the national report, information sharing among train operators is aimed for.

## o Enhancement of Transportation Safety Management System

Based on the “Transport Safety Management System” introduced in October 2006, a safety management system was established by the operators, which was taken action by management executives to on-the-site workers as a whole. The country carried out the evaluation for transport safety management to 814 companies by the end of December 2011 to confirm the status of implementation.

## ☐ Appropriate Response in Cases of Large-Scale Accident Occurrence

The emergency contact system during holidays or nighttime of the country and railway operators was checked and confirmed to perform the collection and communication of information quickly and accurately in cases of a large accident or disaster occurrence.

In addition, in metropolitan areas, in order to reduce the social impact of transport, such as failure in arterial traffic, the railway companies were instructed to develop a system necessary for rapid recovery with providing appropriate information to passengers to accurately understand the train service situation.
## Assistance to Victims of Public Traffic Accidents

Requests to be considered by the nation regarding the assistance to the victims of public traffic accidents, starting from the people who are victims and survivors of railway accidents or aircraft accidents, and as a way to support the families and the victims by providing mental health care and information about the cause of the accident and the accident situation, have been continuously made.

Based on the opinions stated above, in 2008, during Diet deliberations in a partial revision of the Act for Establishment of the Ministry of Land, Infrastructure, Transport and Tourism (Act 100, 1999) stating the contents of the installation of the Japan Transport Safety Board, supplementary resolution stating that "In view of the importance of support for victims of an accident, such as an aircraft, ship or railway accident, while exploiting the experience and knowledge from the previous accidents, the necessary measures for the promotion of comprehensive policies are to be considered under the close cooperation of the relevant administrative organs." was made.

In response to this, the Ministry of Land, Infrastructure, Transport and Tourism, held a "Review Committee for ways of assistance to victims of public transport accidents" including victim groups and experts as members.

“Review Committee for ways of assistance to victims of public transport accidents” Expert committee name list

Name	Affiliations
Yukiko Kakimoto	Rissho University Graduate School of Psychology, Part-time LecturerInstitute of Human Factors of Japan, Doctor of Medicine[Ergonomics]
Seiji Shimomura	TASK (Railway Safety Promotion Conference) Vice ChairmanGreat Hanshin-Awaji Earthquake corporation NPO "Light of Hope 1.17" Vice President
Keiko Takaki	Sophia University, Professor, Grief Care Research Institute at the same university, DirectorNational Council Association to consider life and death, ChairmanPh.D. (Religion and Culture)
Tomita Nobuho	Tokiwa University, Professor, Head of Human Sciences DepartmentIbaraki Center for Victim Assistance, (Company) PresidentNational Victim Support Network (NPO), Vice President[Criminology, Victimology]
Satomi Nakajima	National Institute of Mental Health National Center of Neurology and Psychiatry, Department of Adult Mental HealthSupport for Crime Victims Research Laboratory Section Chief Psychiatrist, Doctor of Medicine, Clinical psychotherapists
Haruo Hayashi	Kyoto University, Disaster Prevention Research Institute, Catastrophe Research Center, Professor Director[Social Psychology (Human Behavior in the Event of a Disaster, Disaster Psychology)]
Kuniko Tanishima	8.12 Liaison Committee, Secretary GeneralPsychiatric social worker
Emiko Okubo(FY 2009 only),	National victim assistance network (NPO), Vice PresidentVictim Assistance Citizens Center (company), DirectorPublic Health Nurse

$ ^{*} $ Assigned to the Review Committee at the time
In fiscal 2009 the Review Committee conducted a survey on the victims assessment needs and a survey on victim assistance efforts of other countries NTSB (National Transportation Safety Board, USA).

In addition, in fiscal year 2010, modalities for the roles of the state of the contents of the support and related organizations, modalities for the existence of a central office functions to the victims and family members like a system that is required, were studied. On top of that, in June 2011, a study group was made as a compilation.

In the compilation of the Review Committee the following opinions have been demonstrated:

1) Victim assistance efforts will be regulated by the Ministry of Land, Infrastructure, Transport and Tourism according to the Fundamental Traffic Safety Program and Traffic Safety Affairs Program by the Ministry of Land, Infrastructure, Transport and Tourism on the basis of Traffic Safety Measures Basic Act, as well as the Fundamental Disaster Prevention Program and Operational Disaster Prevention Plan the Ministry of Land, Infrastructure, Transport and Tourism based on the Basic Act on Disaster Control Measures.

2) Guidelines for Family Assistance Plan by transport operators will be established by the Ministry of Land, Infrastructure, Transport and Tourism, and voluntary planning in transport operators will be promoted.

3) For carrying out the efforts of victim assistance in the Ministry of Land, Infrastructure, Transport and Tourism, the organization and structure development will be advanced.

Based on this compilation, from now on, efforts of support for public transport accident victims are going to be steadily processed in the Ministry of Land, Infrastructure, Transport and Tourism, while carrying out the necessary investigations.

## I nitiatives System for Support of Public Traffic Accident Victims

Promoting assistance initiatives for victims of public transport accidents at the "Public Transportation Disaster Victims Assistance Office" (Established April 2012), as the following systems

(Immediate Duties of the Assistance Office)

• Implementation of educational training for the support officers

• Promotion of transport operators' development of Family Assistance Plan

• Review of the manual for the support officers

• Trial implementation and verification of counter services

• Building a network with the external related institutions Etc.
## Topics

## Future Efforts in Transportation Safety Management System

Given that several serious accidents and problems have occurred in the transportation business beginning with Fukuchiyama derailment in 2005, in order to improve the safety of the transportation, the Ministry of Land, Infrastructure, Transport and Tourism has introduced the Transportation Safety Management System in October 2006, based on the law (Act19, 2006) amending a part of the Railway Business Act.

Focusing on collecting information about close-call accidents and implementing prevention activities based on it, while making continuous efforts to improve the contents by turning the PDCA cycle, the Transportation Safety Management System is a mechanism that unifies transport operators from the top management to the on-site workers and autonomously addresses the safety management, with the Ministry of Land, Infrastructure, Transport and Tourism evaluating and giving advice regarding the status of initiatives through land, sea and air transport modes.

Transportation Safety Management System is constructed for the autonomous initiatives of transport operators and performs the evaluation and advice regarding those initiatives, rather than having them checked by the national government, which is different from the traditional transportation safety administration approach focused on the safety standards and auditing. By promoting both: the Transportation Safety Management System and the conventional safety administration as the two wheels of one car of safety policy, the Ministry of Land, Infrastructure, Transport and Tourism aims to achieve a more advanced transportation safety management system.

Given that the Transportation Safety Management System held the fifth anniversary from its introduction in October 2006, as a way to organize the current state of security in transportation business and to indicate the direction of future efforts, the public announcement of the "Policy vision regarding ensuring safety of transportation" was made by the Ministry of Land, Infrastructure, Transport and Tourism in December of 2011.

In the vision the following two points about the current state of the transport operator's safety
# Part 2

# Special Theme: Toward the Realization of a Symbiotic Networked Society

## Chapter 1

## How has ICT Changed People's Lifestyles?

Section 1

## I nternational Comparison of ICT Infrastructure and Utilization

As a prerequisite for reviewing the utilization and penetration rates of our nation’s ICT infrastructure, here we will analyze Japan’s ICT infrastructure and status of utilization in comparison with those of other countries.

### 1. Evaluation method

Part 1, Chapter 1, Section 1.3 of the 2010 White Paper on Information and Communications in Japan, 25 countries including Japan are compared in terms of overall ICT progress, with further international rankings in eight areas employing 16 indicators, based on the levels of ICT penetration and progress in other countries. This year, the same indicators and methods are used, and the number of countries increased to $ 30^{7} $ , with Eastern European and Middle Eastern nations, etc. added in the interest of regional balance.

### 2. Overall evaluation and evaluation by area

The results of comparison are shown in Figure 2-1-1-1.

Figure 2-1-1-1 Overall ICT progress: rankings by area and indicator

*Figures on graph are all deviation values (numbers from the second decimal place onward rounded up or down.) Only the top five countries are shown (however, six are shown in cases where Japan ranks sixth or below)

$ ^{*} $ Deviation values for each area represent the average for all indicators in this area (deviation values)

$ ^{*} $ Values for the categories “Utilization (overall),” “Infrastructure (penetration) (overall),” and “Infrastructure (improvement) (overall),” are the averages of deviation values for all areas in each category

$ ^{*} $ The value for “Overall ICT Progress” is the average of the deviation values for all indicator

(Source) Ministry of Internal Affairs and Communications "International Comparative Survey on ICT Infrastructure" (2011)
Figure 2-1-2-3 Percentage of people accessing the Internet via a mobile device

(Source) Ministry of Internal Affairs and Communications (MIC) "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011) (prepared on the basis of MIC "Communications Usage Trend Survey")

### 3. Digital broadcast penetration

## (1) Digital terrestrial broadcast penetration

Digital terrestrial broadcasts began in December 2003 in the three major urban areas based around Kanto, Chukyo and Kinki, and gradually spread to other areas until broadcasts were taking place in all Japanese prefectural capitals and elsewhere. On July 24, 2011, analog broadcasts ceased and terrestrial broadcasts became fully digital except in the three prefectures (Iwate, Miyagi, Fukushima) severely affected by the Great East Japan Earthquake. With the widening of broadcast area, prevalence of digital receivers grew, with the number of receivers equipped to receive digital broadcasts topping 100 million in 2010 (Figure 2-1-2-5).

Figure 2-1-2-5 Change in cumulative number of digital terrestrial receivers

(Source) Ministry of Internal Affairs and Communications (MIC) “Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens’ Lifestyles and the Social Environment” (2011) (prepared on the basis of the Japan Electronics and Information Technology Industries Association “Shipments of Digital Terrestrial Television Receivers in Japan”)

Figure 2-1-2-4 Change in cumulative number of 2G and 3G mobile phone subscriptions

(Source) Ministry of Internal Affairs and Communications “Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens’ Lifestyles and the Social Environment” (2011)

## (2) Progress of multi-channel broadcasting

As satellite broadcasting becomes increasingly digitized, it has grown as a multi-channel medium. Looking at satellite broadcast subscriber figures for FY2009, we see that the number of subscribers to some satellite services decreased, but the number of subscribers to other services increased continuously. The number of households subscribing to cable TV has continued to grow as well, to 24.71 million in FY2009, a 2.6-fold increase over the decade since 1999. It is evident that multi-channel environments in which viewers can choose from a wide variety of content are becoming increasingly prevalent.

## Section 3

## Changes in Lifestyles Triggered by ICT Services

Japan’s ICT infrastructure is among the world’s most advanced, and there is no doubt that Japanese lifestyles have changed considerably due to the use of ICT. Here we will analyze these changes according to age, etc., giving attention to communication, information-gathering, purchasing, labor and leisure behavior.

### 1. Changes in communication behavior

In recent years, social media such as blogs and SNS have become increasingly prevalent and the number of users is still on the rise. With this comes the trend, particularly among the young, toward diversification of communication methods, and in some cases toward an
affinity for cyber communications such as e-mail and text messaging rather than face-to-face communication. The following is an analysis of attitudes toward communication and the present-day realities of person-to-person relations and networks.

## (1) Metamorphosis of communication behavior

A comparison of amounts of time spent reading and writing e-mail and text messages in 2005 and 2010, by age group, shows especially dramatic growth (+17.42 minutes a day) in mobile phone text messaging among the 20-29 age group. In both years, times spent were longer among the 10-19 and 20-29 age groups (Figure 2-1-3-1).

### A. Trends in online information consumption and production orientation

An examination of communication trends by age group and orientation shows that the 10-19 and 20-29 age groups are strongly oriented toward connection with

Figure 2-1-3-1 Average amount of time spent reading and writing PC e-mail or mobile phone text messages, by age group, in all situations

Change in average amount of time spent reading and writing mobile phone text messages, by age group

(Source) Ministry of Internal Affairs and Communications "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011)

(prepared on the basis of "Information Behavior in Japan, 2005" and "Survey of Information Behavior in Japan, 2010")

Figure 2-1-3-2 Desire for connectedness, by age group

(Source) Ministry of Internal Affairs and Communications "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011)

(prepared on the basis of "Survey of Information Behavior in Japan, 2010")
others, with more respondents saying they “like being with people” and “like the sense of constant connection with friends and acquaintances.” This trend is particularly noticeable among the 10-19 age group (Figure 2-1-3-2). It can be seen not only as a factor in the growing use of SNS, but also as an extension of the use of mobile phones through which users are always “connected.”

### 2. Changes in information-gathering behavior

With Internet utilization continually on the rise, there is an increase in the amount of information disseminated by consumers via social media, etc. that supplements the information provided by businesses, and both the volume and diversity of the information available on the Net are growing. There is also increasing diversification of formats in which information is provided, and drastic changes in methods of gathering and utilizing information. How are users currently making use of the multiple information sources available?

## (1) Websites as sources of useful information

Examination of information sources by type of information reveals that in 2005, the utilization rate of “PC websites” was low across the board in 2005, but in 2010 it was the dominant source of “shopping and product information” and “travel and tourism information,” and the utilization rate had risen overall. Computers are among the top three information sources for the majority of categories, indicating their firm position as a key source of information.

### A. Changes in perceived importance and reliability of information sources

Measurement of the perceived importance of TV, newspapers and the Internet, three key means of obtaining information, shows that there is no major change in the perceived importance of the two conventional information sources, TV and newspapers. However, the percentage of people perceiving the Internet as “important” rose 20.0 percentage points between 2005 and 2010, to 61.4%. In terms of different age groups’ perceptions of the importance of TV and the Internet, there was no major change for TV between 2005 and 2010, with the vast majority regarding it as “important” across all age groups (Figure 2-1-3-3). Perceptions of the Internet, however, vary widely by age group. Already in 2005, there was strong recognition of its importance among the 10-49 age segment, and in 2010 more than 80% of the 20-29 age group regarded it as important, an indication that for certain age groups it is already on a par with TV as a vital information source.

Figure 2-1-3-3 Perceived importance and reliability of TV and the Internet by age group

(Source) Ministry of Internal Affairs and Communications "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011)

(prepared on the basis of "Information Behavior in Japan, 2005" and "Survey of Information Behavior in Japan, 2010")
### 3. Changes in purchasing behavior

The growing prevalence of the Internet has led to a rise in the percentage of people who use it to purchase goods and services. There is a major difference between the purchasing behavior of conventional consumers and that of those who shop online. We have surveyed and analyzed the changes in shopping behavior and their impact, as outlined below.

## (1) Changes in the purchasing process

The rise of Internet shopping has driven a trend of businesses handling a wide range of products in small quantities to meet niche demand. A uniquely Internet-oriented purchasing process, of first executing a search, then comparing multiple sites and weighing options based on buyer feedback available online, and finally making a purchase, has become predominant (Figure 2-1-3-4 and 2-1-3-5).

### 4. Changes in work behavior

Changes in work behavior reflect changes in communication and information-gathering behavior which are particularly pronounced among the young. Here we shall analyze one highly relevant aspect, namely job hunting.

Figure 2-1-3-4 A different purchasing process used for online shopping

(Source) Ministry of Internal Affairs and Communications "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011)

Figure 2-1-3-5 Internet shopping behavior patterns (purchasing style)

(Source) Ministry of Internal Affairs and Communications "Survey on the Impact and Reciprocal Relationship of ICT Infrastructure Progress and Citizens' Lifestyles and the Social Environment" (2011)