traffic safety in japan - 国土技術政策総合研究所 · 6/25/2015 · 4 1.history of road...

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.History of Road Safety in Japan

“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.

Fig-1 Changes in Road Traffic Accident Fatalities within 24 hours*

1) Changes in Road Traffic Accident --- Fatalities

3

02468

101214161820

1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020

Num

ber o

f Fat

aliti

es(*

1,00

0peo

ple)

"Traffic war" years

Data from National Police Agency

3,904(2016) 23% of 1970's

16,765(1970) Highest in the past

Full-scale Effort Started

*”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.

4


Accidents and injuries in around 2000 were more than in “Traffic way” years.

Number of cars is about 4.5 times the 1970-level.

Fig-2 Changes in Road Traffic Accidents and Number of Cars, etc.

1) Changes in Road Traffic Accident --- Accidents, Fatalities, Casualties, Cars Ownership

0

10

20

30

40

50

60

70

80

90

0

2

4

6

8

10

12

14

16

18

20

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015 2020

Num

ber o

f car

s(m

illio

n ca

rs)

Fata

litie

s(*1

,000

) In

jurie

s(*1

00,0

00)

Acci

dent

s(*1

00,0

00)

"Traffic war" years

Fatalities

Registered Cars

Injuries

Accidents


*”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.

5


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.

Fig-3 Accident Rate and Road Traffic Accidents

1) Changes in Road Traffic Accident --- Accident Rate

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,000

0

50

100

150

200

250

300

350

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 2010 2015

Num

ber o

f acc

iden

ts

Acci

dent

rate

(/

100m

illio

n ve

hicl

e-km

)

Accident Rate

Accidents

Data from Ministry of Land, Infrastructure, Transport and Tourism

317.7(1970)

718,080(1970)

573,842(201

73.7(2014)

Down to 1/4

6

Law Action Program

1960 Road Traffic Law

1966 Emergency Measures Law on Provision of Traffic Safety Facilities

1966 The 1st three-year plan of Traffic Safety Facilities Improvement Program

1970 Traffic Safety Policies Law 1971 The 1st Fundamental Traffic Safety Program

2011 The 9th Fundamental Traffic Safety Program

2012 Priority Policy Plan on Infrastructure Development

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.

The results were introduced by cooperative implementation among related fields

Decrease of Road

Accidents

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

Education • Increased awareness to traffic rules

1.History of Road Safety in Japan 3) Results of Past Efforts

7

Acci

dent

s (/

100

mill

ion

pede

stria

n-km

)

Acci

dent

s (/

100

mill

ion

pede

stria

n-km

)

Acci

dent

s (/

100

mill

ion

pede

stria

n-km

)

8

1.History of Road Safety in Japan 3) Results of Past Efforts --- e.g. Sidewalks

Fig.- 4 The Effectiveness of Sidewalk Construction on 2-lane roads (Accident data : 2000-2003) (b) 0-15 years (c) >65 years

(a) All age-groups

The construction of sidewalks introduced safety for especially children.

Source : Integrated accident DB

The installation of road lightings were more effective against vehicle-pedestrian and head-on collisions.

Fig.-5 The Effectiveness of Road Lighting Installation on Non-intersections 9

1.History of Road Safety in Japan 3) Results of Past Efforts --- e.g. Road Lightings

41.7 %

(a) Vehicle – Pedestrian Collisions

(c) Rear-end collisions (d) Single-vehicle accidents

(b) Head-on Collisions


Fig. -6 Accident Rates by Road Types (Accident data : 2011) 10

1.History of Road Safety in Japan 3) Results of Past Efforts --- e.g. Expressways and Arterial Roads

Accident rate

The construction of expressways and arterial roads contributed improvement of road safety.

x 14

x 2


11


3) Results of Past Efforts --- e.g. Drunk Driving

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

Driving under the influence of alcohol

Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen

Refusal to take a breath test Imprisonment with work for not more than 3 months or a fine of not more than 50,000 yen

Person who provided a vehicle

Drunken Driver (Driver) Imprisonment with work for not more than 5 years or a fine of not more than 1,000,000 yen

Driving under the influence of alcohol (Driver)


Person who provided alcohol, Person who recommended drinking,

Drunken Driver (Driver) Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen



Passenger Drunken Driver (Driver) Imprisonment with work for not more than 3 years or a fine of not more than 500,000 yen



・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.

12


3) Results of Past Efforts --- e.g. Drunk Driving

The penal regulations for the drunk driving

16,376 15,180

13,878

11,626

7,561

6,219 5,726 5,556

5,030 4,603 4,334 4,155

781 712 709

611

433

305 292 290 270 256 238 227

0

500

1,000

1,500

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

20,000

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Accident

Fatal accident

The

num

ber o

f acc

iden

ts c

once

rnin

g w

ith d

runk

driv

ing

The number of fatal accidents concerning w

ith drunk driving



2.1 Targets in 2020 and Future Priority Policies - in The 10th Fundamental Traffic Safety Program

2.2 Efforts to Improve the Effectiveness of Road Improvements

13

---- The 10th 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.

2.1 Targets in 2015 and Future Priority Policy 2. Current Efforts to Make Roads Safer

14 *”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.

15

（件/億台km)

0

500

1,000

1,500

2,000

0 200,000 400,000 600,000

死傷事故率

　　事故率100以上　　事故率100未満

100

全国（幹線道路）　死傷事故率

事故の発生していない区間：５０％事故発生区間：５０％

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）

※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

約71万区間

69% of all accidents on arterial roads are concentrated on 20% of all non-intersections and intersections

(/100 million vehicle-km)

Acci

dent

Rat

e

Accident rate of 100 or higher Accident rate of less than 100

Number of Non-intersection and Intersection

With traffic accidents : 50% Without traffic accidents: 50%

710,000

Fig.-7 Ranking Curve of Sections based on Accident Rate

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.

(Accident data : 2007-2010)

144,000


16 Fig. -8 Fatalities by Age-group per Population

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.


8.1

4.9 4.2

5.8 6.4

12.4

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

Japan Sweden U.K. Germany France USA

Fata

litie

s(/p

opul

atio

n)

0-14 years 15-24 years 25-64 years >65 years

Data from IRTAD report

Accident data : 2014

*”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.

Fig. -9 Fatalities by Type of Parties per Population

The proportion of pedestrian and cyclist fatalities is about half, this is very high compared to other countries.


17

1.49 0.53 0.68 0.64 0.78 1.54

0.62 0.30 0.19 0.50 0.26

0.24

0.0

2.0

4.0

6.0

8.0

10.0

12.0

Japan Sweden U.K. Germany France USA

Fata

litie

s by

type

of p

artie

s (/

100,

000

popu

latio

n)

Pedestrians Cyclists Motorcyclist and pollion passengers Vehicle occupants Others

Data from IRTAD report

Accident data : 2014


The proportion of pedestrian and cyclist fatalities is about half, this is very high compared to other countries.


18

523 499 52

464

4,884

1,753 1,910

217 530

396 159

33 116

726

738 272

53 156

674

790

39 353

4,586

810

888

1,566

4,178

1,575 1,663 122

839

11,926

1,053 998

200

1,435

209 273 24 82

10,553

484 694

166 618

0%

20%

40%

60%

80%

100%

Germany France Sweden U.K. U.S. Japan Korea Cambodia Malaysia

Num

ber o

f fat

aliti

es(2

012)

Pedestrians Bicyclists Motorized 2-wheels Vehicles occupants Other


19

Bicycle-bicycle and bicycle-pedestrian accidents only in 2011 increased compared to 2001, they are about 1.5 times.


Fig. -10 Rate of Change of Accidents by Type of Parties

Vehicle

Motorcycle

BicyclePedestrian

0.0

0.5

1.0

1.5

2.01.45

1.63

First Party

Com

paris

on o

f Acc

iden

t Rat

e (2

011/

2001

)

Second Party


20

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


21


2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve the Effectiveness of Road Improvements


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.

Integrated Database of Road Traffic Census and Accident

Identify the spots

Hazardous Spots

22

2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve ･･･

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.

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.

Traffic Accident Data 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





23

Use of Integrated Database

Fig.-12 Accident Number in Each Section of a National Highway

24


Accident Number/Rate in each section


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)

Use of Integrated Database

Fig.- 13 Distribution of Accident Rate on Road Network

Concentration at specific locations

25



26

2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures


Implementing Countermeasures

Identifying and Analyzing Problems

Evaluating Effects

【Do】【Check】

2) Management Cycle for Effective Implementation of Hazardous Spot Countermeasures --- PDCA-cycle

Improving Original Plan

【Act】【Plan】

Casual Analysis at Hazardous Spot

Planning Countermeasures

Fig.- 14 PDCA-cycle

2. Current Efforts to Make ･･･ 2.2 Efforts to Improve ･･･

27 Road Safety Engineering and Management, JSPP 21, Jun 25, 2015

“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”

Organizing the methods of site observation, causal factor analysis, and countermeasure planning.

“Traffic Safety Measures and Evaluation Manual”

and “Guideline for Improving Road

Safety at Hazardous Spots” 28

2) PDCA-cycle

Traffic Safety Measures and Evaluation Manual Guideline for Improving Road Safety at Hazardous Spots


5) Countermeasures

Improvement of Road Safety at Hazardous Spots

1) Road structure

3) Accident process

4) Causal Environment

2) Accident Type

2) PDCA-cycle

Consideration steps in the Guideline

29


30



Evaluating Effects

【Do】

【Check】



【Act】【Plan】




Accident Countermeasures Database

Registration of the contents of the road safety countermeasures at each hazardous spots

(Example of registered data) “Road Condition” “Traffic Condition” “Accident data” “Process of Planning

Countermeasures” (Concept of Countermeasures) “Countermeasures”

31



Evaluating Effects

【Do】

【Check】



【Act】【Plan】





Planning countermeasures in reference to the example of the individual spot

32



Evaluating Effects

【Do】

【Check】



【Act】【Plan】





Guideline for improving Road

Safety at Hazardous Spots

(“Technical Report of Road Safety

Countermeasure Planning”)

Analysis

33

3) Improvement of Bicycle Travelling Space


Road Safety Engineering and Management, JSPP 21, Jun 25, 2015

34

Photo-7 Types of bicycle space

(a) Bicycle Path (b) Bicycle Lane

(c) Bicycle Space in Vehicle Lane (Bicycle travel mixed with automobile)

4) Improvement of Bicycle Travelling Space 2. Current Efforts to Make Roads Safer 2.2 Efforts to Improve ･･･

3.8 2.8

0

1

2

3

4

Before After

Bicy

cle

Acci

dent

s (c

ase/

year

-km

)

3.7 2.4

0

1

2

3

4

Before After

Bicy

cle

Acci

dent

s (c

ase/

year

-km

)

Effectiveness of Improving Bicycle Travelling Space

Fig.-21 Decrease of Number of Accidents from to after Improvement

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.

(a) Bicycle Path

(c) Bicycle Traffic Space Painted on Bicycle-Pedestrian Path

(b) Bicycle Lane

35



26%

3.5 3

00.5

11.5

22.5

33.5

44.5

Before After

Bicy

cle

Acci

dent

s (c

ase/

year

-km

)

36%

14%

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

traffic safety in japan - 国土技術政策総合研究所 · 6/25/2015 · 4 1.history of road...

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