Traffic Safety in Japan National Institute for Land and Infrastructure Management (NILIM) Ministry of Land, Infrastructure, Transport and Tourism (MLIT), JAPAN
Contents 1. History of Road Safety in Japan 2. Current Efforts to Make Roads Safer 1
1. History of Road Safety in Japan 1) Changes in Road Traffic Accident 2) Laws and Action Programs for Road Safety 3) Results of Past Efforts 2
1) Changes in Road Traffic Accident --- Fatalities 1.History of Road Safety in Japan Number of Fatalities(*1,000people) Traffic war led by motorization became a social problem in the 1960s. Fatalities reached a record high of 16,765 in 1970. In 2016, the number decreased down to 25 % of the 1970-level. 20 18 16 14 12 10 8 6 4 2 "Traffic war" years 16,765(1970) Highest in the past Full-scale Effort Started 3,904(2016) 23% of 1970's Data from National Police Agency 0 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 Fig-1 Changes in Road Traffic Accident Fatalities within 24 hours* * Fatalities within 24 hours means those who, died within 24 hours due to an accident that was caused by the traffic of trains and vehicles. 3
1) Changes in Road Traffic Accident --- Accidents, Fatalities, Casualties, Cars Ownership 1.History of Road Safety in Japan Accidents and injuries in around 2000 were more than in Traffic way years. Number of cars is about 4.5 times the 1970-level. Fatalities(*1,000) Injuries(*100,000) Accidents(*100,000) 20 18 16 14 12 10 8 6 4 2 0 "Traffic war" years Fatalities Accidents Registered Cars Injuries Data from National Police Agency 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020 Fig-2 Changes in Road Traffic Accidents and Number of Cars, etc. * Fatalities within 24 hours means those who, died within 24 hours due to an accident that was caused by the traffic of trains and vehicles. 90 80 70 60 50 40 30 20 10 0 Number of cars(million cars) 4
1) Changes in Road Traffic Accident --- Accident Rate 1.History of Road Safety in Japan Accident rate (/100million vehicle-km) Current accident rate is less than one third of the 1970 s rate, although the number of accidents is same level with the 1970 s. 350 300 250 200 150 100 50 0 Down to 1/4 317.7(1970) 718,080(1970) Accidents 573,842(201 Accident Rate 73.7(2014) Data from Ministry of Land, Infrastructure, Transport and Tourism 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 Fig-3 Accident Rate and Road Traffic Accidents 1,000,000 900,000 800,000 700,000 600,000 500,000 400,000 300,000 200,000 100,000 0 Number of accidents 5
2) Laws and Action Programs for Road Safety 1.History of Road Safety in Japan Laws and action programs were established from the view points of all traffics and road traffic. Law 1960 Road Traffic Law 1966 Emergency Measures Law on Provision of Traffic Safety Facilities Action Program 1966 The 1st three-year plan of Traffic Safety Facilities Improvement Program 1970 Traffic Safety Policies Law 1971 The 1 st Fundamental Traffic Safety Program 2011 The 9 th Fundamental Traffic Safety Program 2012 Priority Policy Plan on Infrastructure Development 6
3) Results of Past Efforts 1.History of Road Safety in Japan The results were introduced by cooperative implementation among related fields Engineering Increased road safety facilities (Sidewalk, Pedestrian overpass, Guardrail, Center strip, Lighting, Traffic signal,.. ) Development of expressway Enhancement of vehicle safety Enforcement Decline in drunk driving Increased use of seatbelts Decrease of Road Accidents Education Increased awareness to traffic rules 7
3) Results of Past Efforts --- e.g. Sidewalks 1.History of Road Safety in Japan The construction of sidewalks introduced safety for especially children. Accidents (/100 million pedestrian-km) (a) All age-groups Accidents (/100 million pedestrian-km) (b) 0-15 years Accidents (/100 million pedestrian-km) (c) >65 years Fig.- 4 The Effectiveness of Sidewalk Construction on 2-lane roads (Accident data : 2000-2003) Source : Integrated accident DB 8
3) Results of Past Efforts --- e.g. Road Lightings 1.History of Road Safety in Japan The installation of road lightings were more effective against vehicle-pedestrian and head-on collisions. 41.7 % (a) Vehicle Pedestrian Collisions (b) Head-on Collisions (c) Rear-end collisions (d) Single-vehicle accidents Fig.-5 The Effectiveness of Road Lighting Installation on Non-intersections Source : Integrated accident DB 9
3) Results of Past Efforts --- e.g. Expressways and Arterial Roads 1.History of Road Safety in Japan The construction of expressways and arterial roads contributed improvement of road safety. x 14 x 2 Fig. -6 Accident Rates by Road Types (Accident data : 2011) Accident rate Data from Ministry of Land, Infrastructure, Transport and Tourism 10
3) Results of Past Efforts --- e.g. Drunk Driving 1.History of Road Safety in Japan The penal regulations for the drunk driving The penal regulations for the drunk driving from 2007 Penalty Driver Drunken Driver Imprisonment with work for not more than 5 years or a fine of not more than 1,000,000 yen Person who provided a vehicle Person who provided alcohol, Person who recommended drinking, Driving under the influence of alcohol Refusal to take a breath test Drunken Driver (Driver) Driving under the influence of alcohol (Driver) Drunken Driver (Driver) Driving under the influence of alcohol (Driver) Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen Imprisonment with work for not more than 3 months or a fine of not more than 50,000 yen Imprisonment with work for not more than 5 years or a fine of not more than 1,000,000 yen Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen Imprisonment with work for not more than 2 years or a fine of not more than 300,000 yen Passenger Drunken Driver (Driver) Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen Driving under the influence of alcohol (Driver) Imprisonment with work for not more than 2 years or a fine of not more than 300,000 yen Drunken Driver : The driver clearly appears to be intoxicated in the opinion of the police officer enforcing the law. Driving under the influence of alcohol : The driver s breath alcohol content exceeds 0.15mg/l. 11
3) Results of Past Efforts --- e.g. Drunk Driving 1.History of Road Safety in Japan The penal regulations for the drunk driving The number of accidents concerning with drunk driving 20,000 18,000 16,000 14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 16,376 15,180 13,878 11,626 781 712 709 7,561 611 6,219 5,726 5,556 5,030 4,603 433 4,334 4,155 Accident 305 292 290 270 256 238 Fatal accident 227 Data from National Police Agency 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 1,500 1,000 500 0 The number of fatal accidents concerning with drunk driving 12
2. Current Efforts to Make Roads Safer 2.1 Targets in 2020 and Future Priority Policies - in The 10 th Fundamental Traffic Safety Program 2.2 Efforts to Improve the Effectiveness of Road Improvements 13
2.1 Targets in 2015 and Future Priority Policy 2. Current Efforts to Make Roads Safer ---- The 10 th Fundamental Traffic Safety Program ---- Target in 2020 (1) Fatalities is less than 2,500. (2) Injuries is less than 0.5 million. Future Priority Policies (1) Ensure safety of the elderly and, pedestrians and cyclists, on community Roads. (2) Priority issues to create an environment with fewer accidents. a. Promoting the use of advanced technologies b. Promoting carefully planned measures based on actual traffic conditions, etc. c. Promoting traffic safety measures encompassing entire regions. * Fatalities within 24 hours means those who, died within 24 hours due to an accident that was caused by the traffic of trains and vehicles. 14
Characteristics of Current Road Traffic Accident 1/4 2. Current Efforts to Make 69% of all accidents on arterial roads are concentrated on 20% of all arterial road sections. ( 件 / 億台 km) 2,000 1,500 死傷事 1,000 故率 Accident Rate (/100 million vehicle-km) 100 500 0 全国 ( 幹線道路 ) 死傷事故率 Accident 事故率 100 rate 以上 of 100 or higher Accident 事故率 100 rate 未満 of less than 100 69% of all accidents on arterial roads are concentrated on 20% of all non-intersections and intersections 優先対策区間 : 約 15 万区間 ( 全体の22% の区間に死傷事故の71% が集中 ) With traffic accidents : 50% 事故発生区間 :50% 事故の発生していない区間 Without traffic accidents: 50% :50% 0 144,000 200,000 400,000 600,000 全国の国道 都道府県道約 18 万 km における 4 年間 (H15~18) の平均事故データから作成 (Accident data : 2007-2010) 約 71710,000 万区間 Number of Non-intersection and Intersection Fig.-7 Ranking Curve of Sections based on Accident Rate Source : Integrated accident DB 15
Characteristics of Current Road Traffic Accident 2/4 2. Current Efforts to Make The 65 or more years age-group fatalities per population is more than other age-groups, furthermore this group is high compared with other countries. Fatalities(/population) 16.0 14.0 12.0 10.0 8.0 6.0 4.0 Data from IRTAD report Accident data : 2014 8.1 4.9 4.2 5.8 6.4 12.4 2.0 0.0 Japan Sweden U.K. Germany France USA 0-14 years 15-24 years 25-64 years >65 years Fig. -8 Fatalities by Age-group per Population * Fatalities within 24 hours means those who, died within 30 days due to an accident that was caused by the traffic of trains and vehicles. 16
Characteristics of Current Road Traffic Accident 3/4 2. Current Efforts to Make The proportion of pedestrian and cyclist fatalities is about half, this is very high compared to other countries. Fatalities by type of parties (/100,000 population) 12.0 10.0 8.0 6.0 4.0 2.0 0.0 Data from IRTAD report Accident data : 2014 0.62 0.24 1.49 0.30 0.19 0.50 0.26 1.54 0.53 0.68 0.64 0.78 Japan Sweden U.K. Germany France USA Pedestrians Cyclists Motorcyclist and pollion passengers Vehicle occupants Others Fig. -9 Fatalities by Type of Parties per Population * Fatalities within 24 hours means those who, died within 30 days due to an accident that was caused by the traffic of trains and vehicles. 17
Characteristics of Current Road Traffic Accident 3/4 2. Current Efforts to Make The proportion of pedestrian and cyclist fatalities is about half, this is very high compared to other countries. 100% 209 82 273 24 484 166 618 694 Number of fatalities(2012) 80% 60% 1,575 1,663 122 839 10,553 11,926 1,053 810 998 888 200 1,566 1,435 40% 674 39 353 738 272 4,178 20% 0% 790 116 33 4,586 396 1,910 159 1,753 726 464 53 52 523 499 4,884 156 217 530 Germany France Sweden U.K. U.S. Japan Korea Cambodia Malaysia Pedestrians Bicyclists Motorized 2-wheels Vehicles occupants Other * Fatalities within 24 hours means those who, died within 30 days due to an accident that was caused by the traffic of trains and vehicles. 18
Characteristics of Current Road Traffic Accident 4/4 2. Current Efforts to Make Bicycle-bicycle and bicycle-pedestrian accidents only in 2011 increased compared to 2001, they are about 1.5 times. Comparison of Accident Rate (2011/2001) 2.0 1.5 1.0 0.5 0.0 1.45 1.63 Pedestrian Bicycle Motorcycle Vehicle Second Party First Party Data from National Police Agency Fig. -10 Rate of Change of Accidents by Type of Parties 19
2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve the Effectiveness of Road Improvements 1) Designation of Hazardous Spots to be Improved by Priority based on Data 2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures 3) Improvement of Bicycle Travelling Space 20
2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve the Effectiveness of Road Improvements 1) Designation of Hazardous Spots to be Improved by Priority based on Data 21
1) Designation of Hazardous Spots to be Improved by Priority based on Data Hazardous Spots Year Designated spot number Effectiveness 1996 3200-32.9% 2003 3956-32.1% 2008 3396 2013 3490 2016 3125 Criteria in 2016 1,000 or more accidents/billion vehicle km 100 or more serious accidents/billion vehicle-km 10 or more fatal accidents/billion vehicle-km All of the three above are satisfied. Identify the spots 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve Integrated Database of Road Traffic Census and Accident 22
1) Designation of Hazardous Spots to be Improved by Priority based on Data 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve Integrated Database of Road Traffic Census and Accident Traffic Accident Data Incident date and time Age, Sex (1st party, 2nd party) Num. of fatalities, serious injuries, slight injuries Type of accident Road surface condition Road alignment Law violation etc. Road Traffic Census Data Route number Section Length Num. of lanes, Carriage way width Length of sidewalk, center strip Traffic volume Average travel speed Roadside condition etc. Integrate Integrated Database of Road Traffic Census and Accident Accident Occurrence Characteristics on Each Intersection/Each Section with Specific Length Num. of accidents Accident rate Composition ratio of accident type Before-after/with-without effects of sidewalk/road safety facilities Ranking the section according to the accident rate Identify the spots over some criteria etc. 23
1) Designation of Hazardous Spots to be Improved by Priority based on Data 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve Use of Integrated Database Accident Number/Rate in each section Fig.-12 Accident Number in Each Section of a National Highway 24
1) Designation of Hazardous Spots to be Improved by Priority based on Data 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve Use of Integrated Database Concentration at specific locations Legend 300 - (cases/100 million vehicle-km) 200-300 (cases/100 million vehicle-km) 100-200 (cases/100 million vehicle-km) - 100 (cases/100 million vehicle-km) Fig.- 13 Distribution of Accident Rate on Road Network 25
2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve the Effectiveness of Road Improvements 2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures 26
2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures --- PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Plan Casual Analysis at Hazardous Spot Act Improving Original Plan Planning Countermeasures Do Implementing Countermeasures Identifying and Analyzing Problems Evaluating Effects Check Fig.- 14 PDCA-cycle Road Safety Engineering and Management, JSPP 21, Jun 25, 2015 27
2) PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Traffic Safety Measures and Evaluation Manual Guideline for Improving Road Safety at Hazardous Spots Traffic Safety Measures and Evaluation Manual Systematically organizing the procedures and the points of from planning to action. Guideline for Improving Road Safety at Hazardous Spots Traffic Safety Measures and Evaluation Manual and Guideline for Improving Road Safety at Hazardous Spots Organizing the methods of site observation, causal factor analysis, and countermeasure planning. 28
2) PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Consideration steps in the Guideline 1) Road structure 2) Accident Type 3) Accident process 4) Causal Environment 5) Countermeasures Improvement of Road Safety at Hazardous Spots 29
2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures --- PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Plan Act Casual Analysis at Hazardous Spot Improving Original Plan (Example of registered data) Road Condition Traffic Condition Accident data Process of Planning Countermeasures (Concept of Countermeasures) Countermeasures Do Planning Countermeasures Implementing Countermeasures Identifying and Analyzing Problems Evaluating Effects Check Registration of the contents of the road safety countermeasures at each hazardous spots Accident Countermeasures Database 30
2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures --- PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Plan Act Planning countermeasures in reference to the example of the individual spot Do Casual Analysis at Hazardous Spot Planning Countermeasures Implementing Countermeasures Improving Original Plan Identifying and Analyzing Problems Evaluating Effects Check Accident Countermeasures Database 31
2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures --- PDCA-cycle 2. Current Efforts to Make 2.2 Efforts to Improve Plan Act Guideline for improving Road Safety at Hazardous Spots ( Technical Report of Road Safety Countermeasure Planning ) Do Casual Analysis at Hazardous Spot Planning Countermeasures Implementing Countermeasures Improving Original Plan Identifying and Analyzing Problems Evaluating Effects Check Analysis Accident Countermeasures Database 32
2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve the Effectiveness of Road Improvements 3) Improvement of Bicycle Travelling Space Road Safety Engineering and Management, JSPP 21, Jun 25, 2015 33
4) Improvement of Bicycle Travelling Space 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve (a) Bicycle Path (b) Bicycle Lane (c) Bicycle Space in Vehicle Lane (Bicycle travel mixed with automobile) Photo-7 Types of bicycle space 34
Effectiveness of Improving Bicycle Travelling Space 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve All types of bicycle travelling space reduced the accidents bicycle involved. Accidents bicycle involved decreased particularly on roads where bicycle paths or bicycle lanes were provided. Bicycle Accidents (case/year-km) 4 3 2 1 0 3.8 Before (a) Bicycle Path Bicycle Accidents (case/year-km) 26% 4.5 4 3.5 3 2.5 2 1.5 1 0.5 0 2.8 After Bicycle Accidents (case/year-km) 3.5 3 Before 14% 4 3 2 1 0 After 3.7 Before 36% (b) Bicycle Lane 2.4 After (c) Bicycle Traffic Space Painted on Bicycle-Pedestrian Path Fig.-21 Decrease of Number of Accidents from to after Improvement Data from Ministry of Land, Infrastructure, Transport and Tourism 35
Summary In order to improve road safety more effectively and efficiently, important things are as follows: 1. Set of nation s targets, and efforts by all related organizations to achieve the target. 2. Promotion of appropriate measures based on the characteristics of road accidents. In order to do so, 1) Identification of national/regional serious road safety problems based on analysis of accident data, and challenge to solve those problems by strategic programs decided by related organizations (from the viewpoint of road improvement) 2) Identification of hazardous spots and implementation of countermeasures at those spots 3) Establishment of consideration methods of countermeasures 36