Volume 1.　　Land Transport


Part 1. Road Transport

Figure 1 Changes in Traffic Accidents and Casualties Notes: 1. Source: National Police Agency 2. Figures after 1966 do not include property-damage-only accidents. 3. Figures for Okinawa Prefecture were not included before 1971.

Figure 2 Changes in Traffic Accident Fatalities per 100,000 Population, per 10,000 Motor Vehicles and per 100 Million Vehicle-Kilometers Traveled Notes: 1. Source: National Police Agency 2. Population figures are based on the Management and Coordination Agency's data, as of Oct. 1 each year. 3. Motor vehicle figures are based on the Ministry of Transport's data, as of Dec. 31 each year. 4. Vehicle-kilometers traveled are based on the Ministry of Transport's data. Data for light vehicles are included beginning FY1987.

Road traffic accidents in 1998


1. Overview

　　In 1998 there were 803,878 traffic accidents (defined herein as accidents involving casualties) resulting in 9,211 fatalities and 990,675 injuries. Although the death toll was 429 (4.5%) down from the previous year, total traffic accidents and total injuries were both up over the previous year-by 23,479 (3.0%) and 31,750 (3.3%) respectively. So despite the fact that total traffic accident fatalities were under 10,000 for the third straight year, the situation remains serious. For the sixth year in succession there was a record number of accidents and 1998 marked the worst year for total injuries.


2. Prominent characteristics of traffic fatalities

　　Compared to the previous year, traffic accident fatalities for 1998 declined for all types of road users except motorcycle riders, the most marked declines being for young (16-24) motor vehicle occupants.


(1) Traffic accident fatalities and injuries by age group

1)　A significant proportion of those killed in traffic accidents were young people aged 16 to 24 (1,790) and the elderly ages 65 and over (3,174). Together, these two age groups accounted for

Figure 3 Changes in Traffic Accident Fatalities by Age Group Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of fatalities by age group.

Figure 4 Changes in Traffic Accident Injuries by Age Group Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of injuries by age group.

53.9% of all traffic fatalities. Compared to the previous year, traffic accident fatalities declined for all age groups except children 15 and under (up 26), 30-39 year olds (up 25) and those 65 and over (up 22). The most dramatic declines were seen for 16-24 year olds (down 236), 60-64 year olds (down 133) and 50-59 year olds (down 61). (See Fig. 3)

2)　Young people ages 16 to 24 were injured in traffic accidents in disproportionately high numbers (243,090), accounting for 24.5% of all traffic injuries. Compared to the previous year, traffic accident injuries increased sharply for 30-39 year olds (up 11,379), 50-59 year olds (up 9,115), 25-29 year olds (up 7,496) and those 65 and over (up 4,574). (See Fig. 4)


(2) Traffic accident fatalities and injuries by road user type

1)　The road user type that suffered the greatest number of traffic fatalities was motor vehicle occupants (drivers and passengers), accounting for 43.1% of the total. Compared to the previous year, fatalities declined for all road user types except for motorcycle riders (up 27), with an especially large drop for motor vehicle occupants (down 279). (See Fig. 5)

2)　The road user type that suffered the greatest number of traffic injuries was also motor vehicle occupants, accounting for 61.0% of the total. Compared to the previous year, injuries were higher for all road user types except motorcycle riders (down 1,900) and pedestrians (down 1,108), with especially large increases for motor vehicle occupants (up 31,754). (See Fig. 6)


(3) Traffic accident fatalities involving young people or senior citizens by road user type

1)　Young people (16-24 years old)

Fatalities among motor vehicle occupants have been falling since 1992 (a one-time increase

Figure 5 Changes in Traffic Accident Fatalities by Road User Type Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of fatalities by road user type.

Figure 6 Changes in Traffic Accident Injuries by Road User Type Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of injuries by road user type.

Figure 7 Changes in Fatalities Involving Young People by Road User Type Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of fatalities involving young people by road user type.

Figure 8 Changes in Fatalities Involving Senior Citizens by Road User Type Notes: 1. Source: National Police Agency 2. Figures in parentheses show percentage (%) of fatalities involving senior citizens by road user type.

Figure 9 Changes in the Fatality Rates among Motor Vehicle Occupants Involved in Traffic Accidents by Seat Belt Use; and Changes in the Proportion of Motor Vehicle Occupants Using Seat Belts When Killed or Injured in Accidents Notes: Source: National Police Agency

in 1995 was followed by drops in the following three years), while fatalities among motorcycle riders have been on the decline since 1989 (a one-time increase in 1994 was followed by drops in the following four years.) (See Fig. 7)

2)　The elderly (65 years old and over)

　　 As the number of elderly citizens driving has increased, so too have fatalities for motor vehicle occupants in this age group. A breakdown of traffic accident statistics for the elderly in 1998 shows that motor vehicle occupants were second only to pedestrians in number of fatalities. For the fourth straight year, more elderly persons died as vehicle occupants than as pedal cyclists. Pedestrian fatalities peaked in 1995, fell in 1996 and 1997, and then increased slightly in 1998. (See Fig. 8)


(4) Fatalities and injuries among motor vehicle occupants by seat belt use

　　 The proportion of the motor vehicle occupants killed or injured in road traffic accidents with their seat belts fastened has grown since 1993. The fatality rate of seat belt users (ratio of their fatalities to total traffic accident fatalities) is around eight times less than that of people not wearing belts. The increase in the proportion of people wearing seat belts has contributed to the decline in traffic accident fatalities among motor vehicle occupants. (See Fig. 9)

Figure 10 Changes in Accidents Resulting in Death or Serious Injury Caused by Young Motor Vehicle Drivers Violating Speed Lim-its, per 100,000 License Holders (Ordinary Vehicle Licenses) Notes:. Based on materials prepared by the National Police Agency and the Institute for Traffic Acci-dent Research and Data Analysis.

Figure 11 Changes in Accidents Resulting in Death or Injury per Vehicle-kilometer for Trucks Notes: Based on materials prepared by the National Police Agency and the Institute for Traffic Accident Research and Data Analysis.

　　It is also clear that the numbers of other types of accidents (apart from those mentioned above) caused by young people have been falling in recent years at about the same rate as for other age groups. This is reflected in a fall in the number of fatal accidents per license holding population and a fall in the ratio of fatal accidents to total accidents resulting in injury or death (fatal accident ratio).

　　Furthermore, there is evidence that the drops in the number of accidents involving motor vehicles on joy rides and the number of accidents involving violations of speed limits are related to changes in the economic circumstances of young people. (A strong inverse correlation was found between the unemployment rate for 15 to 24 year olds and the number of accidents that resulted in death or serious injury and involved violations of speed limits, on a per license holding population basis for the same age group.)


(4) Influence of economic conditions


　　There is no conclusive evidence to support the contention that the numbers of accidents involving private passenger cars or trucks (both private use and business use) have been influenced by economic conditions.

1)　The steady increase in the number of accidents involving private passenger cars in daily use (e.g. shopping or social purposes) suggests that private transport is becoming an almost indispensable feature of the lives of people and that consequently economic conditions have not had much effect on this trend.

2)　Figures for trucks, for private use and business use, show that both on a per-vehicle-kilometers-traveled basis and a per-number-of-vehicles-owned basis, the number of accidents resulting in injury and death, as well as the number of fatal accidents, steadily declined in the years after 1980. However, since bottoming out in 1992, these statistics have either risen very slowly or remained steady. If they continue to remain steady at a fixed level, we can expect that the number of accidents involving trucks will be influenced significantly by economic conditions. (See Fig. 11)


(5) Effects of traffic safety measures


　　A study of the circumstances of traffic accidents from various angles has found that the decline in the number of traffic accident fatalities and the number of fatal accidents is occurring in most circumstances. Even if social factors such as lifestyle changes have played a part in this general drop in road fatality rates, they cannot fully explain it.

　　In view of the fact that the total number of accidents has been increasing, we have to realize that measures implemented to prevent traffic accidents in the first place are not working as effectively as they should. We can conclude, however, that the combination of initiatives designed to prevent the most lethal and destructive kinds of accidents (Major Accident Prevention Measures) and to minimize the risk of death and destruction after accidents have occurred (Damage Minimizing Measures) has been effective, contributing significantly to reducing the number of traffic accident fatalities in recent years.

　　Of the specific measures outlined below, some have been continued, improved or intensified in terms of quality and quantity over the past years, while others have been newly implemented. They have gradually, with some time lags between them, begun to prove their effectiveness over the last 10 years for all age groups.* It is believed that the combination of these measures has contributed to the nationwide drop in traffic accident fatalities since 1993.


*The number of the elderly killed in traffic accidents has been steadily increasing in recent years, except for a one-off drop in 1996. However, the fatalities per 100,000 population have fallen at around the same rate as for other age groups. Thus, we can conclude that the number of elderly fatalities have risen only as a result of the population increase in this age group.


1)　Increase in seat belt use

　　The Seat Belt Use Promotion Council was set up in 1992 in coordination with related ministries and agencies and private organizations. The council put into effect a vigorous campaign of activities aimed at expanding awareness about seat belts, using the Selective Traffic Enforcement Program (STEP) method (combining education, public relations and enforcement programs). Through these efforts, the seat belt usage rate (measured as the proportion of motor vehicle occupants involved in traffic accidents resulting in death or injury who were wearing seat belts) has climbed steadily, from 64.0% in 1992, to 79.7% in 1998.

2)　Improving traffic safety infrastructure, reducing accident ﾒblack spots,ﾓ etc.

a)　Traffic safety infrastructure, such as sidewalks and traffic signals, have been expanded and improved according to a long-term plan drawn up according to the Emergency Measures Act on Traffic Safety Infrastructure Improvement (1966, Legislation 45). Between 1980 and 1998, the amount of installed traffic infrastructure has increased significantly: 1.7 times for sidewalks, 2.2 times for road lights, 1.7 times for traffic signals, and 1.8 times for pedestrian crossings.

b)　Accidents on arterial roads tend to occur most frequently at specific sections of road. In view of this, the causes of accidents occurring at these so-called ﾒblack spotsﾓ and surrounding areas are analyzed, and the findings are used to develop measures to reduce the risk and degree of danger of accidents at these points.

　　Statistical and scientific analysis of data from the Integrated Traffic Accident Database (including both road traffic and accident data) managed by the Institute for Traffic Accident Research and Data Analysis (ITARDA), identified 3,196 accident black spots on arterial roads (1,713 crossings and 1,483 sections) according to a common national standard. Since 1996, a group known as the Accident Black Spots Measures Promotion Council, consisting of prefectural public safety commissions, as well as road administration authorities, has been investigating the causes of traffic accidents at all these black spots. The results of these investigations have been used to take concrete action to reduce the risk and danger of specific black spots, through measures such as improving intersections, installing road lights and signals, and reviewing traffic regulations.

c)　The aim of the Community Zone Creation Project is to promote greater safety for local people by reducing the volume of traffic passing through residential and commercial districts in urban areas. Based on plans developed in cooperation with the local people involved, the project combines measures such as traffic control (e.g. traffic zoning) instituted by prefectural public safety commissions, and roadway improvements by road administration authorities on community roads and other roads shared by pedestrians and cars.

d)　With the active participation of local people and road users, prefectural public safety commissions are working together with road administration authorities to conduct comprehensive traffic safety inspections to assess traffic conditions in local areas. Based on the results of these inspections, steps are taken to improve the road traffic environment.

3)　Vehicle safety improvements

a)　One of the most effective strategies in the area of improving vehicle safety has been the toughening of safety standards for cars. Several of the major revisions to vehicle safety regulations made since 1980 are considered to have played a key role in reducing fatal accidents involving collisions and single-vehicle accidents. These revisions have brought about stricter controls to prevent fuel leakage after collisions; improved seat belt performance and an increase in the number of vehicles fitted with seat belts; use of double glazed windscreens; introduction of large-size protection devices to be installed on the rear end of trucks to keep another vehicle from ramming into the rear; and introduction of head-on collision standards for passenger cars. Some other developments that are believed to be keeping accident rates down include the inclusion of ABS (anti-lock braking systems) on some models of large vehicles, the use of large view reflectors on the back of large trucks, and the introduction of high speed brake performance standards for passenger cars.

b)　Automobile Safety Information, like the results of comparative evaluations of safety features such as the impact resistance of passenger cars, and instructions on using safety devices properly have been made available to motor vehicle users since 1995. This has stimulated the development of safety technology and encouraged commercialization of safer-to-drive motor vehicles.

4)　Measures aimed at new drivers

　　According to an amendment to the Road Traffic Law in 1989, when drivers commit certain specified types of traffic offenses within one year of obtaining their license, they are given the opportunities to attend re-education classes for new drivers. Those who choose not to attend these classes must sit for their license tests again before being allowed to drive. (Working in small groups, participants in these driver re-education classes practice driving on the streets and undertake simulator training on recognizing and avoiding danger, as well as doing other exercises.)

5)　Stricter controls on dangerous road behavior

　　Police officers on motorcycles, in patrol cars, and other uniformed police officers have been deployed increasingly on the streets in order to enforce traffic order for the purpose of reducing the number of accidents. Particularly, at intersections and sections of arterial roads where traffic accidents occur frequently, roving patrols and stationary monitoring were held to watch for traffic offenses with a special emphasis on dangerous offenses that may potentially result in fatalities and serious injuries such as drunken driving, unlicensed driving, speeding violations, failing to obey red lights and stop signs, recklessly endangering pedestrians, etc. Some such drivers were penalized and others were given guidance or warning.

6)　Advances in rescue and first aid medical services

a)　As of the end of FY1998, there were 142 registered Rescue and First Aid Centers throughout Japan. Each center is ready 24 hours a day to provide highly professional medical care to serious road accident casualties requiring attention of more than one medical sphere. Since the end of FY1988, 41 more centers were established to make major improvements in the availability and quality of first aid services.

b)　The Emergency Life-Saving Technicians Law, which was enacted and put into effect in 1991, is a system that offers paramedical qualifications that allow one to participate in first aid under the instruction of doctors and as their assistant. Since the first national examinations for the qualification were held in April 1992, approximately 2,000 people each year have qualified as "emergency life-saving technicians." As of the end of FY1998, there were a total of 15,301 emergency life-saving technicians in Japan. Also, as of July 1, 1998, 6,920 first aid professionals working in fire fighting organizations had earned the emergency life-saving technicians qualification.

Figure 12 Changes in Railway Accidents and Casualties Notes: Source: Ministry of Transport

the Sixth Comprehensive Crossing Accident Prevention Measures, including construction of overpass and underpass crossings, and making structural improvements and installing safety equipment at crossings. At the same time, efforts are being made to consolidate roads intersecting railway lines.

b)　Public information campaigns have been stepped up to raise awareness of safety issues among motorists and pedestrians.

2)　Other traffic safety measures

a)　While promoting improvements to track facilities, signal safety equipment etc., the government is also issuing guidelines on enhanced training standards for railway crews in the areas of basic operating procedures, adherence to duty, operational reliability, operations management, and programming and developing Automatic Train Stop (ATS) and Centralized Train Control (CTC) systems.

b)　To strengthen the earthquake resistance of existing railway facilities and equipment, a range of construction projects are being carried out on overhead bridges and abutments, as well as on the central columns and bridges in ﾒcut and coverﾓ tunnels on Shinkansen (bullet train) lines and on heavily used sections of standard railway lines. By the end of FY1997, nearly 90% of this earthquake resistance work had been completed for Shinkansen lines and nearly 50% for standard lines.

　　Also, the railway companies were informed of the new earthquake resistance design standards developed by the government.