Silviase/jgov_v1.4_full_ann huggingface dataset:
On October 21, JMA, while maintaining the Volcanic Alert Level 5, issued a Volcanic Warning to limit the area where strict alerts are necessary to about the 2 km range from Shindake Crater and to 2.5 km range on the west side. Following this, Yakushima-town lifted the evacuation directive, except some districts on Kuchinoerabujima, on December 25, and the refugee residents returned to the island.

### ○Hakoneyama (Mt. Hakone)

Around Owakudani, volcanic activity intensified at the end of April. As the possibility increased of a small-scale eruption that would affect the

Source) Japan Meteorological Agency

surroundings, JMA issued a Near-crater Warning at 6:00 a.m. on May 6 and raised the Volcanic Alert Level to 2 (Do not approach the crater).

After that, since a very small-scale eruption was observed on Owakudani on June 30, JMA issued a Near-crater Warning at 12:30 p.m., and raised the Volcanic Alert Level from 2 to 3 (Do not approach the volcano). On June 30, JMA stationed its staff in Hakone-town, and they conducted field studies and explained the status of the volcanic activity to the town.

Later, as the volcanic activity subsided, JMA issued a Near-crater Warning on September 11, downgrading the Volcanic Alert Level from 3 to 2, and then lifted the Volcanic Warning on November 20, bringing the Volcanic Volcanic Level down to 1 (Potential for increased activity).

### Osasan (Mt. Aso)

On Asosan, a small-scale eruption occurred in the Nakadake No.1 Crater at 9:43 a.m. on September 14. Following the eruption, JMA issued Eruption Notice at 9:50 a.m. and issued a Near-crater Warning at 10:10 a.m., which raised the Volcanic Alert Level from 2 to 3. It was the first time for JMA to issue the Eruption Notice since the operation of the notice system on August 4.

Afterward, since the volcanic activity abated, JMA issued a Near-crater Warning at 2:00 p.m. on November 24, downgrading the Volcanic Alert Level from 3 to 2.

## (iv) Japan Coast Guard Initiatives

Airborn observations are routinely conducted on submarine volcanoes and volcanic islands, and the information on eruptions or discolored water as a precursor phenomenon of eruptions is immediately provided to mariners. In addition, to serve as basic data to predict the eruption of submarine volcanoes and volcanic islands, comprehensive surveys are conducted to gather basic information such as seafloor topography, geological structure and so on. Continuous GNSS observations in the Izu Islands area are also conducted to monitor crustal movements.

With respect to Nishinoshima Volcano, for which two years had passed since it began erupting in November 2013, ocean surveys around the island were conducted in June and July 2015 using survey vessels for the first time since the eruptions began. These surveys revealed changes in the seafloor topography caused by the eruptions. The area of the island increased to approximately 2.6 square kilometers as of March 2016 (inclusive of the former Nishinoshima). Monitoring of volcanic activity and the changing conditions on the island using aircraft is ongoing.
(v) Geospatial Information Authority of Japan Initiatives

(A) Improved Observation and Monitoring of Volcanic Activities

At active domestic volcanoes, continuous three dimensional crustal deformations are monitored by GNSS-based control stations (continuous GNSS observation network called GEONET), automatic distance and angle measurement devices, and Remote GNSS Monitoring System (REGMOS). In addition, the GNSS observation data conducted by other institutions are integrated into the analysis to monitor the crustal deformation around volcanoes in more detail. Ground surface deformation of volcanoes are being monitored with SAR interferometry.

Note $ ^{1} $ , by using the data of Advanced Land Observing Satellite “Daichi-2”.

## (B) Research on Natural Disasters Following Volcanic Eruptions

Research and development is being conducted to improve precision of observation by use of GNSS and SAR interferometry as well as to reveal the mechanism of volcanic activities by analysis of the abovementioned observation data.

## (4) Storm Surge and Coastal Erosion Measures

## (i) Promoting Storm Surge and High Wave Measures

To protect human lives and assets from storm surges and high waves caused by frequently occurring storm surges, a combination of structural and non-structural measures are being promoted, such as the development of coastal levees and the issuing of flood prevention warnings. In May 2015, the Flood Prevention Act was partially amended. In order to further reinforce measures in terms of both structural and non-structural elements, a system for the designation of coastal areas for which water levels pertaining to storm surges are publicly disclosed and areas vulnerable to inundation has been established.

## (ii) Promoting Coastal Erosion Measures

Since a variety of factors contribute to coastal erosion across the nation, the administrators of rivers, coasts, shipping ports, and fishing ports are coordinating to implement measures such as sand bypasses $ \textsuperscript{Note 2} $ and sand recycling $ \textsuperscript{Note 3} $ .

## (iii) Providing Disaster Prevention Information Regarding Storm Surges

To enhance disaster prevention activities at municipalities, the Japan Meteorological Agency provides each municipality with storm surge warnings and advisories for individual municipalities.

Also, to assist victims and aid restoration efforts in regions that ground subsidence occurred following the Great East Japan Earthquake, an “Hourly Tide Level Calendar” consolidating astronomical tide level (forecast values for tide level) is published along with other information regarding storm surges.
created on safe evacuation measures for underground malls to promote disaster prevention measures for the safe evacuation of users and others.

## (7) Snow Damage Measures

## (i) Securing Winter Road Transportation (Snow and Cold Weather Works)

In accordance with the Act on Special Measures concerning Maintenance of Road Traffic in Specified Snow Coverage and Cold Districts, to support safe and comfortable living, strengthen exchanges and cooperation between regions, the Five Year Plan to Secure Road Transport in Special Snow and Low Temperature Regions was established in November 2013. The Cabinet made this decision, along with promoting projects for removing snow, preventing snow, snow and frost damage on roads (snow and winter works). In addition, the Hokuriku Snow Damage Measures Technology Center was established in July 2012 and is promoting research and development, human resources development, assistance to local governments, as well as providing information and raising public awareness related to snow damage measures across the country. We are reinforcing clearing snow systems, such as by establishing clearing snow priority zones, removing snow rapidly by imposing road closures, and promoting collaborations among road administrators and with relevant organizations. In the event that vehicles become stuck in traffic, the Basic Act on Disaster Control Measures (amended on November 2014) will be applied and measures to move the vehicles that block the road will be promptly taken to quickly restore the flow of traffic.

## (ii) Avalanche Disaster Measures in Heavy Snowfall Regions

In Japan, 21,000 areas are prone to snow avalanche and the development of avalanche prevention facilities is being promoted to protect human lives from avalanche disasters in settlements.

## (iii) Implementing Snow Clearing Waterways Projects

In heavy snowfall regions, in addition to securing flood control functions, water conveyance channels are being developed for rivers with abundant water volume to supply small and medium-sized rivers flowing through the city with water for snow clearing waterways.

## (8) Sophistication of Disaster Prevention Information

## (i) Aggregation of Disaster Prevention Information

The “MLIT Disaster Prevent Information Center Note $ ^{1} $ ” enables citizens to easily obtain and utilize disaster prevention information by aggregating and providing information available such as rainfall as well as provide a comprehensive array of information on disaster responses and disaster prevention from a single source.

## (ii) Development of Hazard Maps

In order to enable residents to take appropriate evacuation actions when a disaster strikes, we are promoting the production of hazard maps by municipalities and their dissemination and use by residents, as well as opening an Internet portal site that allows users to browse hazard maps developed by municipalities across the country $ ^{Note 2} $ .
## (iii) Improvement of Disaster Prevention Weather Information

In order to take precautionary measures against many kinds of weather disasters, the Japan Meteorological Agency issues information such as Emergency Warnings, Warnings, Advisories, and Bulletins related to weather conditions. The Agency also provides detailed mesh-data indicating the risk of sediment-related disasters. With the help of these data, Sediment Disaster Alert and flood forecasts for designated rivers are jointly issued by the MLIT, prefectural governments and the Agency.

In July 2015, the Meteorological Subcommittee of the Council of Transport Policy received recommendations to proactively announce the possibility that a large-impact weather event, however unlikely, may occur and to convey the level of risk and the level of imminence involved in an easy-to-understand manner. Initiatives are accordingly being advanced with a view to the implementation of these recommendations.

## Column Transmission of Emergency Warnings via Early Warning Mail service

Early Warning Mail service is a service provided by cellular phone operators (NTT DOCOMO, KDDI and Okinawa Cellular Telephone Company (au), and SoftBank) for free to send bulk email of disaster and evacuation information issued by the government and local governments, to cellular phones in the target areas.

The Japan Meteorological Agency (JMA) started the transmission of emergency warnings on weather (heavy rain, storm, storm surge, high waves, snow-storm, and heavy snow) and volcanic eruption via Early Warning Mail service on November 19, 2015, in addition to the earthquake early warnings and tsunami warnings already in service.

As the result, all the emergency warnings issued by JMA are sent through Early Warning Mail service. Such email is directly transmitted to individual users of cellular phones, so this is an effective measure to convey emergency warnings that are extremely urgent.

Emergency warnings are issued to alert people to the significant likelihood of catastrophes caused by natural phenomena. When the warnings are issued, disasters may already have occurred, so people should pay attention to information from television, radio, local governments, etc. If it is difficult to check such information, people need to heed the surroundings and try to take all measures to protect

Image is for illustration purpose.

Only available in Japanese text.

Source) Japan Meteorological Agency

themselves. It is also important not to wait for an emergency warning to be issued, but to take refuge proactively while paying attention to disaster prevention weather information announced by JMA by stages, such as advisories and warnings, and information from local governments, etc.
## Column

## Support being offered, such as technical advices on disaster recovery and improved recovery projects

When a serious disaster occurred, prompt and proper responses are required at the disaster site. The local government in the disaster area needs to develop a plan for recovery of facilities and improved recovery, quickly and smoothly. However, as a matter of fact, they face a shortage of engineers well experienced in disaster sites, so their responses tend to be slow. Many local governments are racking their brains over how to deal with disasters.

With this situation in mind, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has been offering technical support for disaster recovery to local governments in disaster areas, in addition to the system of TEC-Force.

## Emergency survey of disasters

In the emergency survey of disasters, when the disaster level is extraordinary, such as a catastrophe or human damage occurring in a large area, disaster appraisers are dispatched to the sites so as to swiftly understand the disaster status and to give instructions on stopgap measures and establishment of recovery policies to the public civil engineering facilities.

## System to dispatch experts of disaster recovery engineering

In the system to dispatch experts of disaster recovery engineering, when a public civil engineering facility suffers a disaster, experts registered on the Association of Nationwide Disaster Prevention are dispatched to disaster sites in order to give support for disaster investigation and advises on recovery construction methods.

Emergency disaster survey (conducted in Kanuma-city, Tochigi)

Source) MLIT

Emergency disaster survey (report submitted to Joso-city, Ibaraki)

Dispatching of disaster recovery engineers (survey conducted in Minamiaizu-town, Fukushima)

In FY 2015, upon requests from local governments (Miyagi, Fukushima, Tochigi, and Ibaraki) in areas hit by Kanto-Tohoku Rainfall Disaster in September 2015, the emergency survey of disasters and the system to dispatch experts of disaster recovery engineering were effectively utilized, and efforts were made toward early recovery.

## (12) Promoting non-structural Measures Including Information and Public Relations for Safety and Comfort

To ensure safety and comfort, non-structural measures were promoted in addition to structural measures for natural disasters and the status of progress was subject to annual inspections in accordance with the “MLIT General Framework of Non-structural Measures Promotion for Safety and Comfort”, however, the Great East Japan Earthquake brought to light the need for congruent and integrated evaluations of structural and non-structural aspects and currently deliberations are in progress following the re-evaluation of the Social Capital Improvement Priority Plan/MLIT Disaster Prevention Operation Plan.
disseminate it’s concept to all the operators for enhancement and strengthening in the future.

## 2 Railway Transportation Safety Measures

Driving accident numbers for railway traffic show a declining trend over the long term $ ^{Note} $ due to factors like the promotion of driving assistance facilities including automatic train stop systems (ATS) and rail crossing measures, but the trend is plateauing in recent years, requiring the promotion of further safety measures.

## (1) Improving Railway Safety

In the light of past accidents, measures, like creation of necessary standards, will be implemented, and direction will be given to railway operators to ensure implementation, as well as, confirm the status of implementation for safety audits, and give feedback on audit results for further implementation of measures to improve the safety of railways.

## (i) Measures that were triggered by the JR West Fukuchiyama line derailing accident

The “Ministerial ordinance to define the technical standard related to the Railways” was revised to make the installation of Automatic Train Stop (ATS) devices, with functions to limit speed on the curves, driver anomaly detection, and train stopping devices; and driving condition recording devices mandatory.

## (ii) Measures Taken in the Wake of the Derailment of a Japan Freight Railway on the Hakodate Line

JR Hokkaido has been instructed to implement the Measures to be taken by JR Hokkaido as business improvement order and supervision order, in January 2014, and carryout supervision and guidance through periodic reports, permanent audit systems (for five years) to reliably execute the same.

In accordance with the results of an investigation pertaining to reviews of the approach taken for security audits conducted in FY 2014, railway operators are subject to modulated, more effective security audits, including planned security audits and provisional security audits conducted whenever similar types of problems occur.
Figure II-7-4-7

Establishing a centralized maritime traffic control system in bays

Source) MLIT

Various measures to prevent marine accidents have been developed and deployed, such as by holding liaison conferences attended by relevant ministries and agencies for the prevention of marine accidents for the purpose of providing information through the Maritime Information and Communication System (MICS), for which a new smartphone app was developed, and by organizing a national campaign to underscore the need to prevent marine accidents in collaboration with relevant organizations. In addition, a marine accident prevention workshop, in cooperation with relevant ministries and organizations was held, and has implemented a variety of marine accident prevention campaigns in the region, for marine accident prevention for small boats.

The Japan Coast Guard works to quickly and smoothly escort vessels to safe sea areas when a tsunami or other emergency disaster occurs. During non-emergency periods, it coordinates the Vessel Traffic Service Center in Tokyo Bay with port traffic controls offices and is building a system to carry out these operations in an integrated fashion in order to ease congestion and ensure the safe and efficient operations of vessels. It is also engaged in efforts to update systems required to maintain maritime traffic functions when an emergency disaster strikes.

In addition, to improve efficiency of safety and navigation of the ship in the narrow waterways, Kurushima Strait was subjected to tidal observation, and it provides tidal information on the Internet through entire region simulation.

With respect to nautical charts, we are endeavoring to upgrade electronic navigational charts, which have gained in importance thanks to the dissemination of the Electronic Chart Display and Information System (ECDIS). Moreover, for the area where complex navigational rules apply the English version of the routing guide was published to promote the understanding of the navigational rules, along with, publishing the nautical charts in just English for the foreign seafarers.
more different areas of application, such as aerial photography, the spraying of agricultural chemicals, and infrastructure inspections. While it is expected that they will be used to a greater extent in the future, crash landings have occurred, and other examples of safety-related issues have emerged. For this reason, the Aeronautical Act as amended in September 2015 was enacted and came into force in December of the same year. Minimal operating rules for unmanned aircraft, such as in terms of the airspace in which they are allowed to fly and the methods by which they can be operated, were introduced with great urgency.

Beginning in December of the same year, meetings of the Public Private Round table for the Dissemination of UA have been held to sufficiently obtain the opinions of concerned parties while taking into consideration technological progress and the state of the diversification of applications. Discussions on properly designing a system to ensure greater safety for unmanned aircraft while considering the promotion of the utilization of unmanned aircraft are proceeding.

## (2) Developing Air Traffic Systems for Aviation Safety

Since the majority of serious incidents concerning air traffic services originate from human error, measures to prevent

## Column

### For a safe flight of unmanned aircrafts (drones, radio-controlled planes, etc.)

In December, 2015, an amendment to the Aeronautical Act was issued to enforce flying rules on unmanned aircrafts. The outline of rules is as follows. You can see the details on the website of the Ministry of Land Infrastructure, Transport and Tourism (MLIT) (http://www.mlit.go.jp/koku/koku_tk10_000003.html).

[Outline]

## (i) Target aircrafts

Any airplane, rotorcraft, glider or airship which cannot accommodate any person on board and can be remotely or automatically piloted (excluding those lighter than 200 g. The weight includes that of battery).

(Examples of unmanned aircraft)

(Drone (multi-copter))

(Radio-controlled airplane)

(Crop-dusting helicopter)

## (ii) Prohibited airspace for flight

Any person who intends to operate an unmanned aircraft (UA) in the following airspaces is required to obtain permission from the Minister of Land, Infrastructure, Transport and Tourism because of the high likelihood of collisions with a manned aircraft, and harm to people or others on the ground.

- Airspace around airports (airspaces above approach surface, etc.)

- Airspace above 150 m above ground level or water surface

- Above Densely Inhabited Districts, which are defined based on the results of national censuses.
## (iii) Operational limitations

Any person who intends to operate an UA is required to follow the operational conditions listed below, unless approved by the Minister of Land, Infrastructure, Transport and Tourism.

- Operation of UAs in the daytime (from sunrise to sunset)

- Operation of UAs within Visual Line of Sight (VLOS) while constantly watching the UAs and the surroundings

- Maintenance of 30 m operating distance between UAs and persons (the third persons) or properties (buildings, automobiles, etc., belonging to third praty)

- Do not operate UAs over event sites such as festivals and fairs, where many people gather.

- Do not transport hazardous materials such as explosives by UAs

- Do not drop any objects from UAs.

## (iv) Permission & Approval

If you intend to fly an UA in the prohibited airspace for flight or in the way not depending on the operational limitations, you are required to submit an application for the permission or approval to MLIT at least 10 days (excluding Saturdays, Sundays, and holidays) before you fly an UA. As for the application form, procedure, and prior consultation, please visit the website shown above.

human error such as miscommunication between controllers and pilots and installation of visual display and transmission systems for controllers and pilots are being promoted.

Since the demand for operation of small aircraft such as helicopters is increasing for such missions as disaster response, development of low altitude routes considering its operational characteristics is being evaluated as well.