Road Safety

November 11th, 2018

Road Safety Division
Akimoto MAJITA
 Status of Traffic Accidents
■Record low statistical traffic fatality since 1948 ■Fatal and injury traffic accidents on residential
【 Trends in Traffic Accidents]】
roads decrease more gradually than on highways.
18
16,765 in 1970 【Trends in Traffic Accidents by Type of Roads】
Traffic Fatalities(1,000 persons)

(10,000)
16 Record High 80
14
Highways
12 60 720,000
10 340,000
40
8 210,000 Residential Roads
6 3,790 in 110.000
1949 20
4 3,694 in 2017
2
Record Low 0
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
0 H16 17 18 19 20 21 22 23 24 25 26 27 28 29
S23 ‘53
’48 28 ‘58
33 ‘63
38 ‘68
43 ‘73
48 53
’78 58 63 H’93
‘83 ’88 5 ’98
10 ’03
15 ’08
20 ’13
25 29
‘17 * Residential road: overall width of less than 5.5 m
出典）警察庁交通局「平成29年中の交通事故死者数について」をもとに作成 Highways: overall width of 5.5m or more 出典）交通事故統計年報をもとに作成

■Pedestrians and cyclists account for about half of total ■Among pedestrian and cyclist fatalities, about half of the
fatalities. 状態別死者数（H29） fatal accidents happened 500 m or less from home.
14人 【Traffic fatalities by transport mode】 自宅からの距離別死者数割合
(0.4%) （歩行者・自転車）
【Fatalities by distance from home (pedestrians/cyclists】

pedestrians
歩行中
Pedestrians
1,221人 1,347 More than 2km
自転車乗用中
Cyclists
（33%） （36%） （22%） 500 m or less
原付乗車中
Mopeds
Motorcycles (rider or Approx. 50%
自動二輪車乗車中
pillion) 2km or less
Car occupants
自動車乗車中 （50%）
Cyclists （11%）
448人
480 その他
Others
（12%）
184人 （13%） 1km or less
（5%） （17%）
N=3,694 N=1,810
出典）警察庁交通局「平成29年における交通死亡事故の特徴等について」をもとに作成 出典）交通事故データ（ITARDA：平成29年データ） 1
 Status of Traffic Accidents
■Among the G7 countries, Japan has the fewest fatalities for car ■Fatalities significantly increase when collision speed
occupants, while having the most fatalities for pedestrians and cyclists. exceeds 車道幅員5.5m未満道路における危険認知速度別
30km/h
の死亡事故確率（H28）
【Traffic fatalities per 100K population】 【 Fatality rate for residential roads by vehicle speed 】

1.2人 Japan
日本 2.0人
UK 20~30km/h 0.37% Approx. one fourth
1.4 イギリス 0.8
Top Worst
2.2 Germany
ドイツ 1.1
Car 2.6 France
フランス 1.3
occupants Faster than
3.5 Italy
イタリア 1.0 Pedestrians/ 30km/h超
30km/h
1.56%
cyclists
3.6 Canada
カナダ 1.0
7.5 US
アメリカ 1.9 0.0% 0.5% 1.0% 1.5% 2.0%
出典）IRTAD(2017)，World Bank 出典）交通事故データ（ITARDA：平成28年データ）

■For residential roads, the highest fatal and injury accident rate is for elementary school students and the highest fatal accident rate is for age 75 and above.

【Fatal and injury accident rate per 100K population by age (2017)】 【Fatal accident rate per 100K population by age (2017)】
30 0.5 0.44
25.2
0.4
20
0.3
13.7
10.7
8.6 9.3 9.3 9.9 8.6 10.1 0.2 0.15
10 6.9
5.8
0.1 0.05 0.05 0.05 0.03 0.06 0.06 0.04
0.00 0.00
0 0.0
30-39

- 49
High school
students

20-29

65-74
Elementary
0-5

school
students
Junior high
school
students

30-39

- 49
High school
students

20-29
- 59

75 +

65-74
Elementary
0-5

school
students
Junior high
school
students
60-64

- 59

75 +
60-64
5歳以下

小学生

中学生

高校生

20代

30代

40代

50代

75歳以上
60～64歳

65～74歳

5歳以下

小学生

中学生

高校生

20代

30代

40代

50代

75歳以上
60～64歳

65～74歳
40

40
50

50
出典）交通事故データ ： 交通事故データ（ITARDA：平成29年データ）
※全道路における幅員5.5m未満の人対車両事故を集計
※年代は、２当当事者の職業（小学生、中学生、高校生）および年齢（小学生、中学生、高校生以外）を集計
小学生、中学生、高校生の人口 ：文部科学統計要覧（平成30年版）
小学生、中学生、高校生以外の人口：総務省統計局HPの統計データ（人口推計） 2
Outline of 10th Traffic Safety Program (2016-2020)

[Goals]

 Reduce the annual number of deaths resulting from traffic

accidents to below 2,500 so that Japan becomes the
nation with the world’s safest road traffic.
* Furthermore, while the percentage of death resulting from traffic accidents while
walking or riding bicycles is high compared to other nations, reduce at the higher
rate than in the overall reduction in the number of deaths from traffic accidents.
 Reduce injuries to 0.5 million or fewer.

[Points of focus to reduce traffic accidents]

 Ensure safety of the elderly and children.

 Ensure safety of pedestrians and cyclists.
 Ensure safety of road users on residential roads.
3
1. Traffic redistribution to Safer
Motorways
Traffic redistribution to Safer Motorways

‐ The possibility of traffic accidents in Motorways is one tenth less than that in trunk roads. However, the 
ratio of traffic volume on Japanese Motorways is small compared with the four other countries. 
‐ Increasing traffic volume in Motorways decreases road accident occurrence. 

Ratio of fatality and serious injury to traffic volume 
Total vehicle kms are approx. 700 billion

Motorways 0ne Tenth
Vehi.  16% 59% 25%
11  km

Trunk Roads 107  Future 30% 60% 10%

0                    50                    100                  150 0% 20% 40% 60% 80% 100%
Motor ways
高速道路 Trunk roads
幹線道路 Community
生活道路 roads
Ration of fatality and serious injury to traffic volume
（number per 0.1 billion vehicle km)

Rate of traffic volume in motorways to that in all roads
Japan U.S. France Germany

16% 33% 30% 31%

Source） Definition of Motorways）
Japan：Road Traffic Census（2010） Japan ： High Standard Arterial Roads, City Expressways,
USA ：Highway Statistics 2011(Except Puerto Rico) Regional High Standard Roads
France： Faits et Chiffres USA ： Interstate, Other freeways and expressways
Germany：Verkehr in Zahlen France ： Autoroute, Route nationale interurbaine à
caractéristiques autoroutières
Germany： Autobahn

5
Traffic Redistribution with the Improvement of Arterial Roads
 In recent years, the three trunk roads and expressways in metropolitan
area have improved
 This resulted in transformation to safer motorways, and the higher use of
expressways has led to a reduced number of accidents
Maintenance rate of three circular routes Sagamihara-Aikawa IC-Takaosan IC
Approx. 30% (2004)  (opened June 26, 2014)
Approx. 70% (2015) Chuo-ku, Sagamihara City
(Sagamihara Police Department)

相模原市役所

16

129
All vehicles 35,800
Large vehicles 6,700
②
①
③

Sagamihara-
Aikawa IC

* If land acquisition through procedures in the Compulsory Purchase of Land

Act completed swiftly

Effect on accidents involving multiple vehicles Number of accidents in Sagamihara

Police Department (Chuo-ku,
 Opening of Metrop  National Route  Kajiya Sagamihara Sagamihara City)
olitan Inter-City
Expressway 129 Line
10% decrease
Slow increase in traffic volume 5% decrease in traffic volume 20% decrease in traffic volume 112 cases102 cases (6
0 vehicle  36,000 vehicles 63,000 vehicles  60,000 vehicles 10,000 vehicles  8,000 vehicles months)
6
2. Safety Measures for Arterial Roads
Road Safety Measures for Highways
 The 180,000 km of highways nationwide are divided into 710,000 sections and these sections
are arranged in descending order according to fatal and injury accident rates as below. The
chart shows approx. 70% of the accidents occurred in approx. 20% of the total sections.
 Based on “selection and concentration” and “citizen participation and collaboration with
citizens”, efficient and effective road safety measures will be implemented by improving traffic
safety facilities, including intersection and sidewalk improvements.

Accidents/100 million
vehicle-kilometers Fatal/Injury Accident Rate on Highways (Nationwide)

100 or more
Less than 100
Fatal Accident rate

69% of fatal and injury

accidents occurred in 20% of
the total sections

Road sections with

Road sections with no
accident records: 50%
accident records: 50%

Approx. 710K
sections

* Created from the average accident data collected from approx. 180,000 km national and prefectural roads nationwide between 2004 and 2007.
8
Designation of Black Spots(measure for accidents in trunk roads(black spots: 2003～)
○ Designate arterial road sections with high frequency of accidents as “black
spots” and promote accident prevention measures.
○ About 4,000 locations were designated as black spots in 2003 (requiring
countermeasures to be implemented from 2003 to 2007), about 3,400 locations
in 2008 (from 2008 to 2012) , about 3,500 locations in 2013 (from 2012 to 2016)
and about 3,100 locations in 2017 (from 2017 to 2020).

≪Criteria for black spot designation in 2017≫

Average rate at the following segments from 2010 to 2013

• 1,000 or more injury accidents/billion vehicle km
• 10 or more fatal accidents/billion vehicle km
• 1 or more deadly accident/billion vehicle km

9
Improvement Measures taken at Black Spots and their Effects
 The police department and road administrators collaborate with
measures to improve road signals and intersections
 Measures were completed within the plan period (2008-2012) at
2,838 black spots, which resulted in an approximately 40%
decrease in accidents resulting
g in injuries
j and death
[Accident prevention effect after measures were implemented]
(1,000 cases)

11,200 cases

Approximately 40% reduction

6,600 cases

Before measure After measure

(Average of 2003 to 2006) (Average of 2010 to 2013)

10
Illustration of improvements at black spot
(intersection)

Image of improvements at black spots

Image of improvements in an intersection

Installment of brighter
Additional signal patterns signals
(for right-turning cars)

Bicycle crossing

Road lighting
Pavement improvement
(nonslip finishing)
(color finishing)
Right turn lane

Measures
Pavement
By road
administrators
improvement
(multi-function)
By public safety Channel(marking)
commission

11
Types of measures instituted
where accidents occur frequently
<Urban area>
Road lighting

Signal Central strip

Road lighting
<mountainous area>
Information sign Warning sign
Pedestrian Safety post ,
crossing Delineator
Road lighting
Pavement improvement
(Colored pavement)
(Anti-skid pavement) Guard fence Road marking, Guard fence
Pavement improvement,
(Anti-skid pavement) Drainage
(Speed bump) pavement
Markings prohibiting
legend passing in opposite lane
Measure of road administrator Raised
Measure of public safety commission pavement
marker
12
Case Example of Countermeasures Instituted at Black Spot
(Daiku Intersection On National Hwy 2, Okayama Pref.)
○ Daiku intersection on Hwy 2 is one the most accident-prone spots in the Okayama pref.
○ Reducing the curvature radius of a left-turn channel and removing the left-turn channel
reduced the number of collision accidents by left-turning vehicles by about 50%.

[Causes of accidents] [Countermeasures (completed in 2008)

至 大元
＜Daiku intersection on Hwy 2, Okayama pref.＞
(1) Reduced radius
(Cause) 至 野田
of left-turn channel
High-speed cars enter pedestrian crossing
causing frequent car-cyclist/pedestrian
collisions.

至 岡山駅
(2) Removal of left-turn
Encounter 至 大雲寺
channel Lane before measure
To Okayama Stn. Lane after measure

[Change in traffic accidents]

Okayama city hall Traffic accident (/year)
事故件数（件/年）
30.0
26.3 Other
その他

In左折導
left turn
25.0
channel
流路内

20.0
19.0
(Cause) 13.8
15.0
There are higher chances for cars 約５割減少
50% reduction
to encounter other cars or Car 10.0
13.0
cyclists/pedestrians, causing Cyclists/pedestrians 5.0 12.5
frequent collisions. 6.0
0.0
Before
対策前
After
対策後 13
Case Example of Countermeasures Instituted at Black Spot
(Nagare Intersection on National Hwy 3, Fukuoka Pref.)
○With increasing traffic volume, more than 20 accidents occur annually.
○Improvement of intersection (grade separation) reduced accidents by more than 50%.

＜Traffic accidents＞
Before ２２ accidents in 2001
↓ Reduced
（improvements to less
completed in 2003） than half
↓
10 accidents in 2004

Nagare intersection
Hwy 3 (Fukuoka pref.)

After
14
Outline of ETC 2.0 Service
○ ETC 2.0 enables interactive communication between road side units and on-vehicle devices to be
used for providing information to drivers and collecting probe information.

System of ETC 2.0 service <Information provision service>

Assistance for avoiding Assistance for safe driving
traffic jams Provision of information on fallen
Delivery of wide-area traffic objects and tail ends of traffic
information in real time jams as well as still images
Interactive Provision of information on traffic showing traffic conditions ahead.
communication jams ahead through still images Provision of information on
Road side machine dangerous events.
<Simplified diagram> <Simplified diagram>
広域情報
9 2時間 千葉方面 この先渋滞、追突注意
以上 宮野木JCT
辰巳
東関道 1時間
ETC 2.0 ETC 2.0 館 以上
compatible on-
vehicle device
compatible car
navigation system
B 山
道
！
木更津
アクアライン
Traffic jam ahead.
<Collection of probe information> Beware of collision.

<Still image> <Still image>

○○峠付近上り ○○時現在の状況

Probe information
・Information on vehicle speeds
Snowfall. Drive
・History of sudden braking, etc. carefully.

15
[Application example] Countermeasure regarding Traffic Accidents Using Big
Data (Case study of Kasuya Town, Fukuoka)
○Implementing effective and finely-tuned countermeasures regarding traffic accidents includes
extracting and identifying potential black spots by utilizing big data (information on places of
frequent sudden braking)
Implementing traffic safety
Identifying places of frequent sudden Investigating sites to identify the reasons
countermeasures according to
braking through analyzing big data for frequent sudden braking
respective black spots
Before countermeasures
(from Apr. 2012 to Feb. 2013)

：Places of abrupt slowdown

* Abrupt slowdown means deceleration of 0.3 G or more. Shifting the stop line forward
Concentration of frequent sudden braking The less-visible stop line under the Compactification of the intersection with the
under an elevated road. elevated road was identified as the reason. stop line shifted forward.
Locations prone to generating sudden braking Improved visibility of the stop line has an effect
are scattered along a road. of preventing rear-end accidents due to sudden
braking.
【Comparison of the number of sudden braking before and after countermeasures】
（times）
35 [値]回
30
25 １／３
20
15 [値]回
* Before countermeasures:
10
Apr. 2012 to Dec. 2012
5 After countermeasures:
0 Apr. 2013 to Dec. 2013
対策前
BEFORE 対策後
AFTER 16
[Application example] Countermeasures regarding Traffic Accidents Using
Big Data (Case study of Wako City, Saitama)
○Identifying places of frequent ○Identifying the reason that a ○Reducing the number of
sudden braking using big data planted zone blocked drivers’ sudden braking by pruning
vision the planted zone
至 川越

至 池袋
Black Spots After
Before
countermeasures
Pruning plants countermeasures
Sudden braking means deceleration of 0.3 G or
more.
The occurrences of sudden braking are
concentrated in specific locations.
○ Comparison of the number of sudden braking in a month ○ Comparison of the occurrence of injury and death
(at 160 locations in Saitama) accidents in a year (at 145 locations in Saitama)

About a 20%
９９５ About a 70% reduction
reduction １９０

３２６ １４６

Before
対策前 After
対策後 Before
対策前 After
対策後
countermeasures countermeasures countermeasures countermeasures
※埼玉県の資料を基に作成。急ブレーキ回数は対策を実施した「急ブレーキ多発箇所」
（急ブレーキが5回以上発生した箇所）160箇所の合計値（対策前：H20.10、対策後：H23.10）
17
[Application Example] Analysis of Effect Using Big Data
(Sasebo City, Nagasaki）
○ Using Big Data to execute immediate countermeasures effects analysis at locations where
traffic safety measures were implemented
(Nagasaki Expressway, Sasebo Chuo IC)
Content To Sasebo City area
Effect
Sasebo Chuo IC
Entrance  The addition of three dotted lines resulted in the following:
Intersection
• Approximately 50% reduction in abrupt steering
• Approximately 2 km/h reduction in average speed

To Sasebo Port To Sasebo Minato IC

Comparison of the number of accidents for the 4 months prior to and after
the work
To Ainoura-Nakazato IC

• 3 accidents/month (before)  reduced to 0.25 accidents/month (after)

Nishi-Kyushu Expressway
 Comparison of number of abrupt steering incidents (0.3 G or higher)
200m
[Frequency of abrupt steering at target zone] [Frequency of abrupt steering at 50 m unit]
150m
Sasebo Chuo IC Before Before Abrupt steering
(-0.3 Ｇ or higher) Frequency
15.0/more than 1,000
10.0 -15.0/1,000
5.0-10.0/1,000

Approx. 46% After 5.0/less than 1,000

After reduction 0m 50 m 100 m 150 m 200 m (Vehicles/1,000)

100m
Reduced frequency of abrupt
Three dotted line (vehicles/1,000 vehicles) steering from the beginning
50m 0m Carried out November 11, 2015 to the halfway point of the
 Comparison of speed target zone
Down slope curve zones
where car speed tends to To Ainoura-Nakazato IC [Average speed within the target zone]
Number of data: Oct. 1 -31, 2015 (346 vehicles)
increase, causing many : Dec. 1-31, 2015 (425 vehicles)
collisions between cars Before
and road structures ２km/h
Reduced speed
After
Three dotted line work (km/h)
To Sasebo Chuo IC entrance
(Nov. 11, 2015) intersection Photo

18
Management Cycle to Improve Black Spots
○Complete effective measures under the management cycle to improve black spots
including: causal analysis, planning of countermeasures, implementation of
countermeasures, and evaluation of the effects.
(Objectives and performance (Budget preparation/execution)
evaluation)
(National level)

Basic policy of government

<Performance
Indicator>

Long-term objectives

Objectives for each fiscal year Budget

Performance evaluation

(Local level)
Selection of high accident risk
sections

Analysis of accident occurrence

factors

Selection of measures to be
implemented
Analysis/evaluation
(Effectiveness evaluation)

Effectiveness measurement
Implementation of measures
(data)
19
Database for Management Cycle Support
○ A database was created to support the improvement of black
spots management cycle.
○The database is accessible on the web to every road administrator
for planning countermeasures.
≪Outline of accident database≫
〇Subject
- Black Spots
About 4,000 spots designated in 2003
About 3,400 spots designated in 2008
About 3,500 spots designated in 2013
About 3,100 spots designated in 2017

〇Data Items
- Traffic Accident Situation
- Process of Planning Countermeasures
- Countermeasures Items
- Accident Data Before and After Countermeasures
20
Traffic Accident Countermeasures Database
Format Ａ（basic information, examination of measures）
概　要　版　様　式
様式A　基本情報・対策検討
箇所の基本情報 事故発生傾向 Displays annual changes
箇所概要 6
of accident status.

死傷事故件数(件/年)
整備局 関東地方整備局 箇所ID 20533003t 5
事故危険箇所 4
事務所 長野国道事務所 事業区分
(H15～H19)
3
路線名 一般国道１９号 距離標 258.566～259.016
2
長野市篠ノ井山布施字北之平7808
住所 番1～篠ノ井山布施字小坪7604番1 交差点名 1

単路・交差点区分 単路部 沿線状況 山地

0
H8 H9 H10 H11 H12 H13 H14 H15 H16 H17 H18 H19 H20
Displays basic
道路交通状況
H17ｾﾝｻｽ 1072 日交通量 23,986
人体車両 正面衝突 追突 出会い頭 左折時 右折時 その他車両相互 車両単独 その他

information such as 21.00% 混雑度

大型混入率 2.56
事故発生要因の分析・事故対策の立案
names of roads, types of 着目事故 対策方針 対策工種

roads, and traffic status.

ドライバーにとって死角となる箇所の状況を注 対向車接近表示装置（道路管
対策前の道路状況写真 正面衝突 意喚起・情報提供するとともに減速を促す
理者）
車両が制御不能となる要素を除去 舗装改良(排水性舗装)
追突 する
ドライバーにとって死角となる箇所の状況を注 法定外看板・表示(文字、マー
追突 意喚起・情報提供するとともに減速を促す
ク、矢印等)（道路管理者）

Displays accident factor

前方の線形を確認 前方の線形を確認出 前方の線形を確認
analysis and the history of
出来ないまま速度
超過でカーブ区間
来ないまま速度超過で
カーブ区間に突入す
出来ないまま速度
超過でカーブ区間に examining proposed
に突入する。 る。 突入する。
preventive measures.
対策前の道路現状図
Displays photographs and
figures of road structures
and roadside conditions
before implementing
measures.

21
Traffic Accident Countermeasures Database
Format Ｂ（Evaluation of implemented measures and effects）
概　要　版　様　式
様式B　実施対策・効果評価
Displays a diagram of
箇所概要 対策効果評価 accident status before
事務所 長野国道事務所 路線名 一般国道１９号
長野市篠ノ井山布施 事
implementing measures.
住所 字北之平7808番1～ 交差点名 故
篠ノ井山布施字小坪 発
対策前の道路交通状況写真 生
対策工種 対策年 対策工種 対策年 状
対向車接近表示 況
H15 図
装置（道路管理
舗装改良(排水性 H18
舗装)
Displays statusH18
法定外看板・表示(文字、
マーク、矢印等)（道路管理 Displays a diagram of
of
者）
Displays road conditions accident status after
implementation after implementing implementing measures.
measures.

対策後の道路現況図 対策完了年 H18

Displays genre-based
事 6
accident data before and
故
デ 死傷事故件数(件/年) 5 0
after implementing
4

対策写真
｜
タ 3
3
measures to identify
Displays 2

1
preventive effects.
photographs to 0
対策前
0
対策後
show how the 人体車両
右折時
正面衝突
その他車両相互
追突
車両単独
出会い頭
その他
左折時

measures are
舗装改良、法定外
標示
対向車接近表
示等
implemented.
22
3. Ensuring Traffic Safety on
School-Commuting Roads
Ensuring Traffic Safety
on School-Commuting Roads
○ Elementary school students in Japan walk to school on the school-commuting roads
designated by their schools (in groups for security reasons).
○ A series of traffic accidents involving students on school-commuting roads occurred
April, 2014.
・April 23rd (Mon) Kameoka city, Kyoto pref.
A car crashed into a group of 9 students and a parent of Ansyo municipal elementary school killing 2 students
and a parent, with the other 7 students having major or minor injuries.

・April 27th (Fri) Tateyama city, Chiba pref.

A car killed an elementary student who had been waiting for a bus.

・April 27th (Fri) Okazaki city, Aichi pref.

A car crashed into 2 elementary students who had been crossing in a pedestrian crossing, causing both injuries.

Images of elementary school students going to school in a group 24

Ensuring Traffic Safety on School-Commuting Roads
(Cooperative Urgent Inspection) <<Flow of Cooperative Urgent Inspections of
School-commuting roads>>
Vice-Ministerial Meeting of Related Ministries and
○Since April 2012, there have been Agencies (May 28, 2012)
series of traffic accidents involving
children commuting to school in Request for cooperative urgent
Kameoka City, Kyoto. inspection by MLIT, MEXT and NPA
(May 30, 2012)

○Cooperative urgent inspection of Identify dangerous places

school-commuting roads was conducted
Identified by school and PTA
jointly by road administrators, schools,
board of education, police department, Cooperative inspection by
PTAs, etc. schools, road administrators
(1) Results of the Cooperative Urgent Inspection and police, etc.
(as of November 30, 2012)
 Number of inspected schools: 20,160 schools Identify spots requiring measures
 Number of inspected spots: 80,161 spots
 Number of spots to be improved: 74,483 spots

(2) Breakdown of spots requiring improvement and Formulate proposed measures

improvement status (as of the end of FY 2016)
○ Required spots: 74,483 spots (of which 71,349 spots are improved)
• Measures by road administrators: 45,060 spots (of which 42,013 spots are
improved) Execution of measures
• Measures by schools: 29,588 spots (of which 29,568 spots are improved)
• Measures by police: 19,715 spots (of which 19,641 spots are improved) Upon coordination with locals, execute sequentially from 2012

25
Cooperative Urgent Inspection of School-Commuting Roads
cooperation cooperation
MLIT Ministry of Education National Police Agency

Report Notice Report Notice Notice Report

Adjustment Adjustment

Road administrator School board Pref. police

Report Order

School and PTA

○ School route setting and safety inspection
○ Indentifying the dangerous spots

Joint inspection
Identifying spots to be by the end of August 2012
improved

≪Findings≫
・Number of inspected schools：about 20,000
・Number of inspected spots：about 70,000
・Number of spots to be improved: about 60,000 26
Continuous improvements through PDCA (Case of Hamamatsu City)
○Cooperative inspection is conducted by the boards of education, PTAs, etc. to consider and
execute measures, and grasp the results of the improvement cycle to promote continuous
improvement of school-commuting roads
[PDCA Cycle to ensure school-commuting (Case of Hamamatsu City, Shizuoka)
road safety] • Create annual schedule of PDCA cycle to clarify the content of and timing
for measures to execute and report to ensure the forward movement of
Plan measures to ensure safety of school-commuting roads.
 Execute cooperative
inspection Cooperative Inspection
 Consider measure

Promote system to set up

Council
• Boards of Education
• Schools • PTAs • Police
• Road administrators
Action • Neighborhood association
representatives, etc. Do Cooperative inspection conducted regularly by the city board of education,
 Improve and road administrators (national, prefectural, city), police, schools, PTAs, etc.
 Execute
enhance
measures Carried out Liaison Meeting
measures
Formulate Safe School-
Commuting Road Program,
etc.
• Execution policy of PDCA cycle, etc.

Check
 Grasp the effect of
measures
Secure pedestrian space Report of measures, verify effect,
by covering ditches formulate action plan for next year

27
Measures against traffic accidents
＜Measurses by road administrator＞ on school-commuting roads
①Development of sidewalk (Ibaraki Pref.)
before after

Space for pedestrian is narrow ,but Development of sidewalk

traffic is heavy
②Widening and coloring pavement of sidewalk (Yamagata Pref.)
before after

Space for pedestrian is narrow ,but Widening and coloring of pavement for
traffic is heavy sidewalk. Dotted line added on traffic lane. 28
Measures against traffic accidents
on school-commuting roads
③Installation of guard fence (Nagasaki Pref.)
before after

There is potential danger of children suddenly rushing Installation of guard fence

out in front of cars because sidewalk is narrow
④Development of space for bicycles (Nagano Pref.)
before after

Congestion of children and bicycles Development of space for bicycles 29

Traffic Safety Measures on school-commuting roads
(inspection by involved parties)
：Designated route Cyclists and students use the
：Points to be improved
same road, which can cause
accidents.

Narrow and graded side walk;

Risk of fall
＜countermeasure＞
Junior High school ・providing route for cyclists
Elementary school on streets

Large vehicles on narrow

residential roads
＜Countermeasures＞
・widening side walk
・remove utility poles
・widening railroad crossing
・adopting universal design

＜Countermeasure＞
・installing narrowing, humps,
etc.

30
4. Safety Measures for Community Roads
History of Traffic Safety Measures for Community Roads
1981 Improvement of community roads (Subject to subsidized projects) (1981-)
With the objective of eliminating excess traffic on community roads and to create a pleasant living environment, measures such
as control of automobile speed, etc. are put in place to prevent traffic accidents and establish roads that are safe passage-ways
for pedestrians.

1984 Comprehensive Traffic Safety Model Project in Residential Area (Roadpia Project) (1984-)
Surface improvement of community roads

1996 Community zone project (1996-)

Together with the speed regulation by Public Safety Commission, community road surfaces are improved by road
administrators

2001 Revision of Road Structure Ordinance (2001) Positioning of humps and narrowing measures (Article 31, Clause 2)

2003 Establishment of safe walking areas (2003-2007)

Together with the speed regulation by Public Safety Commission, creation of sidewalks and pedestrian ways in a comprehensive
manner. Designation of 796 zones.

2008 Establishment of safe walking areas (2008-2012) Revision of traffic control standards (2009)
2009 Designated 582 zones As a rule the maximum speed for community
roads is set at 30 km/h

2011
2012 Establish Zone 30 (2011-)
Cooperative Urgent Inspection (2012-) • Improving 3,105 spots (March
Cooperative urgent inspection and execution of measures through the collaboration of 2018)
MLIT, MEXT and NPA

2015 Formulation of technical standards for humps, narrowing and chicane measure (2015)

2016 Community Road Area Measure (2016-)

Executed scientific measure that identifies area requiring swift action with Big
Data
32
Safety measures for community roads
Blocking entrance Control speed

Smooth walkway Rising bollard Hump Narrowing Chicane

○Collaboration of traffic regulations by Traffic Safety

Commission, traffic control system and traffic regulation
Bus line enforcement by police

Zone 30
(Prefectural Public Safety Commission)

Control
進入抑制対策 entry
Speed
速度抑制対策reduction measure
Ensure space for Bus line
歩行者・自転車の空間
pedestrians and
を優先確保する対策
bicyclists

Narrowing space for cars for more

walking space Keeping space for pedestrians
pavement
Bicycle
pavement

Colored
Bicycle
Colored

lane
lane

33
(Illustration)
Road guard fence Colored pavement on shoulder
Community Road Safety Measure using Big Data
○Using Big Data, identify black spots in community roads, such as areas where
speed tends to increase or where sudden braking is often seen, to execute
effective speed reduction measures.
[Until now] [Use of Big Data]
 Identify potentially high-risk areas for
■Remedy-type measures for areas overspeeding, sudden braking and shortcuts
with high accident rates ⇒ Preparation and implementation of effective and
efficient measures

〇：Accident spots 約５
☓： :Sudden speed Zone where there is frequent
割 drop spot sudden braking, or over-
〇：Accident spots speeding at 30 km/h or more

Junior high Junior high

school school

Identify high-
Elementary Elementary risk areas
school school objectively in
advance

Measures

Ratio of over
30 km/h超過割合
30 km/h speeding
40%未満
Below 40%
分析エリア
Analyzed zone
60%未満
Below 60%
ゾーン30
Zone 30 80%未満
Below 80%
University 幹線道路
Arterial road University 80%以上
Over 80%
Data used) ETC2.0 Probe data: April-July 2015 Traffic Accident data (Taken from Shizuoka Prefectural Police website): January-December 2014
使用ﾃﾞｰﾀ）ETC2.0ﾌﾟﾛｰﾌﾞﾃﾞｰﾀ：H27.4～7交通事故ﾃﾞｰﾀ（静岡県警HPより）：H26.1～12 34
0 100 200 300 400 500 m 0 100 200 300 400 500 m
Typical traffic calming device in Japan
Hump

A hump is a mound shape device. it is intended to reduce the speed of vehicles by

helping drivers to recognize its existence.
Narrowing

Narrowing is a local carriageway layout. It is intended to reduce the speed of

vehicles by enforcing drivers to run on a narrow road.
Chicane

A chicane is a local carriageway layout. It is intended to reduce the speed of

vehicles by enforcing a careful steering operation.

In March 2016, technical standard related to the setup of humps, 35

narrowing and chicane was established.
Example (Hump)
 A hump is a vertical deflection to slow vehicle traffic.

Motorway

(Top view)
［平面図］ Inclined Inclined (Cross-section view)
section Flat section section Standard is at length
Standard is an of flat section The connecting
average 5% and more than 2 meters points of inclined
maximum of less sections are to be
than 8% slope for Standard of 10 cm smooth.
inclined sections hump height Connecting
points

Inclined Flat Inclined

Section Section Section 36
Example (Narrowed Roads/Chicane)
■Narrowing

<Narrowed road> <at the intersection>

■Chicane

<Chicane> <Winding road> 37

Case of improved road （hump）
○Intersection humps reduced the average of speed of vehicles by about 10 percent.
○Intersection humps reduced the percentages of cars running beyond 30km/h by half. The
humps controlled the speed of all vehicles under 40km/h.

Direction １

Ratios more than speed 30kmph

Ratios more than speed 30kmph

average speed average speed

Speed(kmph)

Speed(kmph)
Direction 2
max speed max speed

ratios more than ratios more than

speed 30kmph speed 30kmph

Intersection hump
Before After 4months Before After 4months
later later

Change of average speed Change of average speed

（ Direction １ ） （ Direction 2 ）
Direction １

Direction 2

Location (Kamagaya City in Chiba)

Source of reference：「東初富地区における交通安全対策ワークショップニュース」第６号、第７号 鎌ヶ谷市 38
Rising bollard
 Automatic rising bollards are used to stop traffic during traffic restriction
hours, including school commute hours.

[Retracted] [Raised]

* Lowered during non-traffic restriction hours * Raised between 7:30 and 8:15 on weekdays
Large vehicles (except microbuses) not (school commute hours)
impassable 24/7
39
Rising Bollard
 In Japan, full use of rising bollards commenced in August 2014 at Furumachi Mall
6 in Niigata with the set up of rubber bollards
 After the introduction, there has been almost no illegal entry, showing continuous
effect.
Niigata Furumachi Mall
Rising bollards are set up at the entrance of * Commence Event (October 12-13) Before set up
the commercial avenue to physically restrict * Stop operation (October 28-30) Immediately after
the entry of vehicles during traffic regulation 1 month after
2 months after
times. 3 months after

Automobiles (each)
4 months after

Rising
bollard

Oct. 8 (Tues)
Oct. 9 (Wed)
Oct. 10 (Thurs)

Oct. 23 (Wed)
Oct. 24 (Thurs)

Oct. 31 (Thurs)

Nov. 26 (Tue)
Nov. 27 (Wed)
Nov. 28 (Thurs)

Dec. 17 (Tues)
Dec. 18 (Wed)
Dec. 19 (Thurs)

Jan. 28 (Tues)
Jan. 29 (Wed)
Jan. 30 (Thurs)

Feb. 25 (Tues)
Feb. 26 (Wed)
Feb. 27 (Thurs)
Oct. 6 (Sun)
Oct. 7 (Mon)

Oct. 11 (Fri)
Oct. 14 (Mon)

Oct. 25 (Fri)
Oct. 26 (Sat)
Oct. 27 (Sun)

Nov. 1 (Fri)

Nov. 22 (Fri)
Nov. 23 (Sat)
Nov. 24 (Sun)
Nov. 25 (Mon)

Dec. 21 (Sat)
Dec. 22 (Sun)
Dec. 23 (Mon)

Jan. 26 (Sun)
Jan. 27 (Mon)

Jan. 31 (Fri)
Feb. 1 (Sat)

Feb. 22 (Sat)
Feb. 23 (Sun)
Feb. 24 (Mon)
Dec. 20 (Fri)

Feb. 28 (Fri)
Use of rising bollards
During traffic regulation times (12:00 noon to 8:00 am),
bollards rise and physically hinder entry of vehicles. Vehicles Total Total Total Total Total Total
119 vehicles 39 vehicles 4 vehicles 2 vehicles 1 vehicle 0 vehicle
with permission to pass use remote control to lower the bollard
when passing. Transition of illegal vehicles
 Electric board
(12 noon to 8 am the following morning)
 Control board

Automatic lifting
 Rising bollard
mechanism
Set up of rising bollard

Source: Soft Rising Bollard Introduction Guidelines 2015

Remote control (International Association of Traffic and Safety Sciences)

40
5. Creating Safe and Secure Road
Spaces for Cyclists
Increased Use of Bicycles

○ The number of bicycles owned in Japan is about the same as the number of cars owned (Approx. 72
million) and is increasing

 Transition in number of bicycles owned

■自転車保有台数の推移  Bicycle Ownership per Capita by Country
(1,000)
（千台） Bicycle ownership per capita
80,000 76,090
76,090

70,000
Number
自転車保有台数of bicycles Netherlands
owned 71,551
71,551 Germany
60,000 Denmark

Sweden
50,000
Norway

Japan
40,000
自動車保有台数
Number of automobiles owned Finland

30,000 Italy
27,643
27,643 France
20,000 UK
March 11, 2011
15,835
15,835 US
The Great East Japan Earthquake
10,000
China

Korea
0
1970 1980 1990 2000 2010 2013
（S45） （S55） （H2） （H12） （H22）
（H25）

* Number of bicycles owned is an estimated value based on a sample survey. * The year the data collected is shown in parentheses.
Number of automobiles owned is the number of registered automobile as of 【出典：自転車産業振興協会統計要覧43】
March of every year, excluding two-wheel vehicles.

[Source: Bicycles (1970-2008): Bicycle Association, Bicycles (2009-

2013) Japan Bicycle Promotion Institute, Automobile: Automobile
Inspection & Registration Information Association]

42
Increased Use of Bicycles
 By travel distance, bicycle travel accounts for 20% of travel distance less
than 5 km
 Bicycle sharing ratio marks high in the world standard

 Ratio of transportation system used by travel  International comparison of bicycle

distance (national, weekdays) sharing ratio
Bicycle Sharing Rate
自転車分担率（%）
100% 0% 5% 10% 15% 20% 25% 30%
90% その他・不明
Other/unknown
Netherlands
オランダ 27%
鉄道
Rail Denmark
デンマーク
Means for Transportation

80% 19%
交
バス
Bus Japan (2010)
日本（2010） 13%
通 70%
Sharing Ratio

手 Germany
ドイツ 10%
自動車
Automobile
段 60% Austria
オーストリア 9%
バイク
Motorbike
Switzerland
スイス
分 9%
50% 徒歩
Foot Belgium
担 ベルギー 8%
率 40% 自転車
Bicycle Sweden
スウェーデン 7%
30% Italy
イタリア 5%
France
フランス 5%
20% 20% イギリス UK 2%
10% USA (2009)
アメリカ（2009） 1%

0%

[Source: Created with Cycling in the Netherlands

5km (Europe) 2009, 2010 National PT (Japan), US
Household PT Survey (USA) 2009]

[Source: 2010 National City Transportation Characteristic Survey]

43
Diversified Use of Bicycles

 Sales of sport bicycles and electrically assisted bicycles are increasing rapidly.
 The reasons for using bicycles is diversified, ranging from health benefits to environment-
friendliness.

 Transition in the type of bicycle sold

■車種別販売台数の推移  Reasons for Daily Use of Bicycles

スポーツ車
Sports bike
4.0  Approx.
約3.5倍 3.5 times
Faster than cars 71%
3.5  To reduce physical inactivity 42%
To save money on travel and gas 41%
3.0 
Electrically assisted Easy to make stops along on the way 40%
電動アシスト車
年間販売台数の推移
（H15を1とする指標）

bicycles Easier to reach destination by bicycle 39%

2.5  約1.8倍
Approx. 1.8 times
Fun to ride a bicycle 21%
2.0 
Don’t have a car 20%
1.5  Appropriate roads for a bicycle route 19%
A refreshing change/stress relief 17%
1.0  No need to worry about public transportation
being unavailable during a disaster 10%
The results of the web survey are
0.5  For environment-friendliness 9% based on 1,945 respondents who
Alternative transportation available in live in 27 cities in Japan (multiple
case of bad weather 5% answers).
0.0  Others 6%
H15 H16 H17 H18 H19 H20 H21 H22 H23 H24 H25
ホBicycle
ー ム for車 home use シ テ cycle
City ィ車 ス ポ ーbike
Sports ツ車 0% 10% 20% 30% 40% 50% 60% 70% 80%
% of responses
Mountain bike
マウンテンバイク Electrically assisted
電動アシスト車 Other
その他
bicycles (school children, preschoolers, folding bike)
（子供車・幼児車・折りたたみ車）

[Source:
【出典： Japan Bicycle Promotion Institute
(財)自転車産業振興協会 【出典：国土技術政策総合研究所
Domestic bicycle sales survey]
自転車国内販売動向調査】 平成24年1月実施のWEBアンケート結果より抽出】

44
Issues in Relation to Bicycle Measures
○ In recent years, overall traffic fatalities have decreased, but cyclist traffic fatalities, while also
decreasing, have become a larger proportion of the fatalities.
○ Overall fatal and injury accidents have almost halved over the past decade, while accidents
between a cyclist and a pedestrian have decreased only by approx. 10%.

 Trend of the proportions of cyclist traffic  Trend of accidents of cyclists

fatalities in overall traffic fatalities with pedestrians
Accidents of cyclists
16,765 Accidents of cyclists
20,000 5,000 (Accidents/ (Accidents/
with pedestrians
(1970)
year) year)
18,000 2,084 4,500 2,869
Overall traffic fatalities (persons)

Cyclist traffic fatalities (persons)

(1960) Overall traffic fatalities 200,000 3,000
16,000 4,000 171,171 2,550
9,642 3,694 160,000 2,400
14,000 (1997) (2017) 3,500
8,466
(1979) 120,000 1,800
12,000 3,000 90,407
1,940
(1970) 80,000 1,200
10,000 2,500
1,067 40,000 600
8,000 2,000
1,005 (1997)
6,000 (1979) 1,500 0 0
2007 2017 2007 2017
4,000 1,000
2,000 Cyclist traffic fatalities 500 【出典：ITARDA交通事故統計データ】
0 0 474
(2017)
1955
1960
1965
1970
1975
1980
1985
1991
1997
2002
2007
2012
2017

【出典：ITARDA交通事故統計データ】

45
Efforts on Bicycle Measures
1960 With the issuance and enforcement of the Road Traffic Act, bicycles are categorized under light vehicles and, as a rule, required to
travel to the left side of the street

1970 Triggered by the traffic war, the Public Safety Commission introduced traffic regulations that enabled bicycles to use pedestrian
ways provided that they do no block pedestrians and move at a speed that will not hinder pedestrians.
Since then, separation of bicycle and automobile ways was promoted with improvement of pedestrian/cyclist ways.

July 2007 Review of conditions for ordinary bicycles using pedestrian ways, and "Promotion of Safe Bicycle Use“
(Attached with Five Rules for Bicycle Safely) was decided by the Traffic Safety Policy Headquarters.

October 2011 The National Police Agency, bases its policy that bicycles are one type of vehicle, and issued comprehensive
measures with the objective of ensuring the safety of cyclists and pedestrians.

November 2012 In order for the road administrators and prefectural police of each region to create and improve bicycle network
plans and rule for use, The Ministry of Land Infrastructure and Transport and the National Police Agency jointly
formulated "A Guideline for the Creation of Safe and Comfortable Bicycle Use Environments."

June 2015 Enforced the revised Road Traffic Act, stipulated dangerous acts subject to New Regulations for Bicycle Riders.

July 2016 For the "Early formulation of bicycle network plans" and "Improvement of safe bicycle passage space" and as
proposed in March 2016 by the Committee for the creation of a safe and comfortable bicycle use environment, "A
Guideline for the Creation of Safe and Comfortable Bicycle Use Environments" was formulated.

May 2017 Act on Promotion of the Use of Bicycles became effective.

46

June 2018 Adoption of the “Bicycle Use Promotion Plan” in a Cabinet meeting
Summary of the Act on Promotion of the Use of Bicycles ①

Basic Principles

• Bicycles do not emit CO2 and have superior mobility during disasters.
• Using bicycles and reducing motor vehicle dependency lead to economic and social positive effects,
including health benefits and traffic congestion mitigation.
• To enlarge the role of bicycles in the Japanese traffic system.
• To ensure road safety.

Promoting the use of bicycles comprehensively and systematically

Responsibilities

• The government of Japan promotes bicycle use comprehensively and systematically.

• Local public entities implement measures depending on the actual situation, allocating roles
between them and the government of Japan.
• Public transport operators coordinate bicycle and public transportation.
• Citizens cooperate in measures to promote bicycle that are implemented by the government of
Japan and local public entities.
47
Summary of the Act on Promotion of the Use of Bicycles ②
The following measures will be reviewed and actualized.
Basic Principles ①Construct bicycle roads ②Construct off-street parking facilities
③Prepare bike-sharing facilities ④Construct cycling sports facilities
⑤Organize supply system of highly safe bicycles ⑥Develop human resources to contribute to safe cycling
⑦Optimize management, using information and communication technology
⑧Educate about and cultivate road safety ⑨Promote better health for citizens
⑩Improve physical fitness for youths ⑪Promote cooperation with public transportation
⑫Organize effective bicycle use system in case of disaster
⑬Promote international exchanges through cycling activities
⑭Promote inbound tourism and regional revitalization

Plans for promotion • The government of Japan will, following the basic principles, adopt plans in Cabinet meetings and report to Congress.
of bicycle use • Municipal governments will establish plans depending on the actual situation in each region.

HQs of Promotion of • The HQs of Promotion of Bicycle Use has been established in MLIT.
• The Minister of Land, Infrastructure, Transport and Tourism leads the HQs and relevant government ministers are
Bicycle Use
designated as its members.

Bicycle day/month • May 5th has been designated as “Bicycle Day” and May as Bicycle Month.

Considerations on • Necessary legislative measures and the way in which governmental organizations should act in regard to
supplementary promoting bicycle use
provisions to be • How to respond to cyclists who violate the Road Traffic Law
discussed • The system of Liability for cyclist-pedestrian accidents which damage individual lives
48
Headquarters and Office of Promotion of Bicycle Use
 The HQs of Promotion of Bicycle Use has been established in the MLIT (led by Minister of Land, Infrastructure, Transport and Tourism).
 The Office of Promotion of Bicycle Use has been established in the Road Bureau, and the relevant government ministries have been
designated as its members.
 A liaison conference has been established for relevant government ministries to allow them to work together in the promotion of
bicycle use.

HQs of Promotion of Bicycle Use Liaison Conference

[President] Minister of Land, Infrastructure, Transport and Tourism
[Members] Minister for Internal Affairs and Communications, Minister of Education,
Culture, Sports, Science and Technology, Minister of Health, Labour and
Welfare, Minister of Economy, Trade and Industry, Minister of the
Environment, Chief Cabinet Secretary, Chairperson of the National Public
Safety, Minister of State for Special Missions (road safety measures)(*)
(* Based on the legal provisions, the prime minister can add members.)
Office of Promotion of Bicycle Use
[Chief] Director-General, Road Bureau, MLIT
[Acting Deputy Chief] Deputy Director-General, Road Bureau, MLIT
[Deputy Chief (resident)] Councillor, Road Bureau, MLIT [New]
[Deputy Chief (non-resident)] Director, Policy Coordination Division, Minister's Secretariat,
* Concurrent Cabinet Office
Director for Traffic Safety Policy, Cabinet Office
Director, Traffic Planning Division, National Police Agency
Director, Policy Planning Division, Minister's Secretariat, MIC
Director of Sports for Health Division, Japan Sports Agency,
MEXT
Director of Health Service Division, Health Service Bureau,
MHLW
Director, Policy Planning and Coordination Division, METI
Director of Climate Change Policy Division, Global Environment
Bureau, MOE
[Chairman]
Director-General, Road Bureau
(Chief of the office)
[Members]
Councillor, Cabinet Secretariat
Director General for Policy Coordination
Director General for Policies on Cohesive
Society
Head of the Traffic Bureau, National Police
Agency
Director-General of the Supervisory Bureau,
Financial Services Agency
Deputy Director, Consumer Affairs Agency
Director-General for Policy Coordination, MIC
Commissioner of Japan Sports Agency, MEXT
Director-General Director-General of Health
Service Bureau, MHLW
Director-General, Manufacturing Industries
Bureau, METI
Director-General of Global Environment Bureau,
MOE
* Includes ministries and agencies whose
ministers are not designated as members.
* May establish a subsidiary organization if
necessary. 49
Outline of the Bicycle Use Promotion Plan

1. General
* The Act on the Promotion of the Use of Bicycles
(1) Position of the Bicycle Use Promotion Plan (2) Implementation period (lawmaker-initiated legislation) enacted on
(3) Present states and issues of December 9, 2016 (with unanimous approval in the
A basic plan to promote the use of bicycles in Japan on the Until 2020 taking into bicycle use Houses of Representatives and Councilors) and
basis of the Act on the Promotion of the Use of Bicycles consideration a long-term enforced on May 1, 2017
viewpoint

2. Objectives and policies to be implemented with respect to the promotion of bicycle use

Objective 1: Formulation of ideal urban environment through the expansion Objective 3: Realization of the tourism-oriented country through the
of the roles of bicycle traffic promotion of cycle tourism

1. Promotion of the planned development of the spaces for bicycle traffic 11. Attraction of international conferences and cycling events
[Index] The number of local public organizations which have established bicycle use promotion plans 12. Creation of a world-class cycling environment through the development of the facilities to serve
[Actual number: 0 organization (in 2017) → Targeted number: 200 organizations (by 2020)] and support cyclists
[Index] The number of municipalities which have established bicycle networks separated from pedestrian traffic in urban areas [Index] The number of model cycling routes to be developed into advanced cycling environments
[Actual number: 1 municipality (in 2016) → Targeted number: 10 municipalities (by 2020)] [Actual number: 0 route → Targeted number: 40 routes (by 2020)]
2. Creation of the spaces for bicycle traffic through the development of off-street parking
facilities and crackdown on illegal parking
3. Dissemination and promotion of shared bicycles Objective 4: Realization of a safe and secure society without bicycle
[Index] The number of bicycle stations accidents
[Actual number: 852 stations (in 2016) → Targeted number: 1,700 stations (by 2020)]
4. Promotion of the development of bicycle parking facilities catering to local needs 13. Dissemination and promotion of highly safe bicycles
[Index] The dissemination rate of certification marks related to the safety standards of bicycles
5. Promotion of the introduction of IoT to bicycles [Actual figure: 29.2% (in 2016) → Targeted figure: 40% (by 2020)]
6. Development of the spaces for bicycle traffic in combination with the control of through traffic [Index] Cyclist traffic fatalities* [Actual figure: 480 persons (in 2017) → Targeted figure: targeted reduction rate of cyclist traffic
fatalities larger than the reduction rate of overall traffic fatalities during the implementation period of the 10th traffic safety
on community roads and the conversion of roadside electric poles into underground basic plan (by 2020) * (Related index for Items 13 to 17)）
installation of electric cables
14. Promotion of the publication and enlightenment to encourage inspection and maintenance of
bicycles
Objective 2: Realization of a vigorous society of health and longevity [Index] The number of certified bicycle technicians*
[Actual number: 80,185 persons (in 2017) → Targeted number: 84,500 persons (by 2020)]
through the promotion of cycle sports * (Related index for Items 13 to 17)

15. Focused implementation of publication, enlightenment, instructions and crackdown for

7. Promotion of the development of bicycle athletic facilities which meet the international enhancing the awareness of traffic safety
standards 16. Promotion of traffic safety education at schools
8. Creation of the safe environment for cyclists through the utilization of public roads and parks [Index] The percentage of schools implementing traffic safety education
9. Promotion of the publication and enlightenment of health enhancement using bicycles [Actual figure: 99.6% (in 2015) → Targeted figure: 100% (by 2019)

10. Promotion of cycling to work 17. Promotion of the planned development of the spaces for bicycle traffic (Common to Objective
[Index] Share of cycling to work 1)
[Actual figure: 15.2% (in 2015) → Targeted figure: 16.4% (by 2020) 18. Promotion of bicycle use at the time of disaster

3. Measures to be implemented to 4. Items necessary for comprehensive and planned promotion of the policies concerning bicycle use
promote bicycle use
(1) Collaboration and cooperation of concerned (5) Future efforts to fulfill supplementary provisions
parties  Deliberation of the measures against the violation of the Road Traffic
Listing of the measures promoted by the Act, if needed, taking into consideration the operation state of the
national government during the implementation (2) Follow-up and revisions of plans cyclist training system
period of the Bicycle Use Promotion Plan to  Promotion of indemnification for damage related to bicycles by
steadily implement the policies (3) Study, research and publication encouraging the enrollment in insurances through the enforcement of
ordinances and deliberating the necessity of new safeguards
(4) Financial measures programs

50
Bicycle Network Plan
[Current Issue]
• Improvement of bicycle way space that took place in various regions began from
sections that are easy to improve, and improvement remains fragmentary
 Fragmentary improvement would result in a mixed environment of safe and comfortable
section and those that are not, and the effect of improvement is limited

Bicycle Network Plan

With the objective of effectively and efficiently improving bicycle ways for the creation of a
safe and comfortable space, network routes are selected, and the plan for the improvement of
the routes is called the bicycle network plan.
* Example of network route
Routes linking public transportation facilities, schools, commercial districts and major residential areas, routes with a
large number of pedestrians and cyclists, and where frequent accidents occur, etc.

 Formulating agent
• Formulated by municipalities jointly
with road administrators and
prefectural police
 Contents included in network plan
• Basic policy, objective
• Planned area
• Bicycle network route and improvement Improvement bicycle way Bicycle Network Route

system improvement routes

51
[Image of continuous bicycle network formation]
• Determination of priority
What is the Cycling Network Plan?
The cycling network plan concerns the selection of cycling routes to connect transportation points, public facilities, Example of Sanda
and tourist destinations and the determination of maintenance needs depending on the type of bicycle route. City

Bicycle roads
Bicycle lanes
Shared lanes

【出典：「三田市自転車ネットワーク（平成29年1月)」抜粋（凡例は国土交通省にて加工）】 52
Transition in the Number of Municipalities with Bicycle
Network Plan Formulation
○As of April 1, 2018, 116 municipalities have formulated Bicycle Network Plan

■The number of municipalities which have developed a

cycling network plan
Total number of municipalities: 1,741
Municipalities which have DID:825

No. of municipalities which have developed a cycling net work plan

No. of municipalities which have developed a cycling network plan 120 45
Formulation of Guidelines 116
(November 2012) 40
100 105
35
92
80 30
80
25

by fiscal year
60 67
20
53
40 15

34
10
20
10 5
1
0 0
2006 2008 2010 ‘12 ‘13 ‘14 ‘15 ‘16 ‘17‘18
H10

H12

H14

H16

H18

H20

H22

H24

H26

H28
H29
H30
1998 2000 2002 2004

【出典：国⼟交通省道路局調べ（平成30年3⽉31⽇時点）】 53
Phased Development of Network Plans
 Main Points of Revisions of the Guideline
 Use the phased development of a network plan, including a cycling network plan
 Formulate in stages from plan formulation priority area, not the entire municipality

 Phased Development of Network Plans

Expand target areas in view of the

project structure within the areas

Formulation and Formulation and execution

Select target areas for execution of of the next bicycle network Completion of
bicycle network plan bicycle network plan plan for successive priority Bicycle Network
for priority areas areas

Suburban residential district

郊外住宅地 Suburban
郊外住宅地residential district Suburban郊外住宅地
residential district Suburban residential district
郊外住宅地
Station
駅 Station
駅 駅
Station Station
駅
School
学校 School
学校 学校
School School
学校

Downtown
市街地 Downtown
市街地 Downtown
市街地 Downtown
市街地

Commercial
商業地district Commercial
商業地district Commercial
商業地 district
Commercial
商業地 district
School
学校 Sightseeing
観光地 site School
学校 School
学校 Sightseeing School
学校 Sightseeing
観光地 site
Sightseeing
観光地 site 観光地 site Station
Station
駅 Station
駅 Station
駅 駅

Priority Priority
Area area
Target areas for bicycle network
plan (area need not be specific)
【 Select Priority area 】
54
Proactive Use of Temporary Forms of Roads

 Main Points of Revisions of the Guideline

 If it is initially not possible to improve roads to their final forms, the proactive use of temporary forms of
roads on which bicycles operate is recommended.
(For those roads which are subject to the network plan, do not use pedestrian-cyclist lane.)
 Fundamentally one-way for bicycles

■Flexible handling of improvement work (if the original improvement plan was a bicycle lane）

Existing Guideline Revised Guideline

Bicycle lane 1 Bicycle lane Do not depend on the current

pedestrian-cyclist lane for
[Final form]

[Final form]
network routes, but the
If unable to make
improvement by flexibly combine 1-3 to speed
adding a new bicycle up the formation of network
lane, consider
Consider using
pedestrian‐cyclist lane 
temporary measures 2 Lane exclusively for bicycles 3 Mixed use with motorway
[Temporary form]

using motorway
[Temporary form]

55
Standardization of Road Markings
 Main Points of Revisions of the Guideline
⇒Standardization of the use of bicycle pictograms and arrow road signs
・ Bicycle pictograms are to set in pointing left of travel direction/Displayed in
combination with arrow sign
・ Display on exclusive lanes for bicycles. When bicycle lanes are set up on motor
ways, use the arrow-type sign(Standard color is blue)

■ Standardization of road sign specifications

Width＝0.75 m
or more

Length
= 1.50 m

Angle = 1:1.6 0.75m or more

【 Arrow 】 【 Pictogram 】
56
Examples of the Development of Spaces for
Cycling
Bicycle road
Bicycle‐only road space structurally separated from the roadway using, for example, a 
curb line. 

57
Examples of the Development of Spaces
for Cycling
One‐way bicycle road Kawasaki City, Kanagawa 
Pref. 

Provides a safe and pleasant 
space for cycling. 

58
Examples of the Development of Spaces for
Cycling

 Bicycle Lanes
Bicycle lanes are bikeways which are visually separated from the motor vehicle
lanes on roadways designated by traffic regulation.

59
Examples of the Development of Spaces for
Cycling
Bicycle lanes were created by rearranging road spaces
(through the reduction of automobile lanes)
Fukuoka City, Fukuoka Pref. 

Bicycle lanes were created by 
reducing traffic lanes from 4 to 2. 

Before (4 traffic 
Shoulde lanes) Shoulde
r r

zebra 
crossing
After (2 traffic lanes)

Bicycle  Bicycle 
lane lane 60
Examples of the Development of Spaces for
Cycling
Road markings for a bicycle track at an intersection 
Utsunomiya City, Tochigi Pref. 

The linear road marking for bicycle track draws 
a driver's attention to where cyclists are and 
also provides cyclists safety and comfort. 

61
Examples of the Development of Spaces for
Cycling
Rubber traffic cones are installed to prevent a left‐turn crash from 
occurring. Koto Ward, Tokyo

Cones can be installed at 
ゴム製ポール等の
these locations (below). 
設置が考えられる位置

■ガイドラインでの記
載

Cones are installed to prevent 
automobiles that are turning 
left from crashing into 
bicycles. 

62
Examples of the Creating Space for Bicycles
 Motorway (Shared with automobile)
Automobile lane used by both bicycles and automobiles. Display of pictograms and
arrow marks to caution automobile drivers about designated bicycle passage areas.

63
Examples of the Development of Spaces for
Cycling
Road markings serve to visually separate the bicycle track from the pedestrian track on roads 
with no sidewalks. 
Kanazawa City, Ishikawa Pref. 

Improves safety because road 
markings visually separate bicycle 
tracks from pedestrian tracks on 
roads with no sidewalks. 

64
 Examples of the Public Awareness
Campaign for Traffic Rules
Flyers are distributed at a station with support from local residents. 

A flyer encouraging cyclists to 
use bicycle lanes 
65
 Examples of the Public Awareness
Campaign for Traffic Rules
Instructive enforcement for bicycle users.

66
Example of the Integrated Safety Program
for Cyclists
Regulations on the stopping and parking of automobiles during 
commuting hours.

67
Example of the Integrated Safety Program
for Cyclists
Bicycle parking lots are developed with the cooperation of railway 
business.

68
Example of the Comprehensive Efforts to Promote Bicycle Use
(Introduction Situations of Shared Bicycles (1))
 There have been yearly increased in the number of cities which have fully introduced shared bicycles. As
of October in 2017, 110 cities have introduced the shared bicycles throughout the country.

 Cities with the introduction of shared bicycles (As  Trend of the number of cities with the
of October in 2017) introduction of shared bicycles
2013 2014 2015 2016 2017

54 cities 75 cities 77 cities 87 cities 110 cities

ポロクル（札幌市） ちよくる（千代⽥区 社会実験）

※H29年10⽉１⽇時点 まちのり（⾦沢市）
※アンケート回答⾃治体のうち、本格導⼊を図⽰
※⺠設⺠営の取組については、回答があった⾃治体名称を記載

69
Example of the Comprehensive Efforts to Promote Bicycle Use
(Introduction Situations of Shared Bicycles (2))
 In other countries, shared bicycles have been introduced in about 1,000 cities mainly in North America, Europe and China.
 Japan is ranked high internationally in terms of the number of cities which have introduced shared bicycles.

 International introduction situations of shared bicycles (as of December in 2017)

In other countries, about 1,000 cities have introduced shared bicycles mostly in Name of country or Number of cities
Europe and China. area or projects

China 606
U.S.A 331
Italy 181
Japan 110
Germany 86
Spain 75
Youbike (Taipei, Taiwan)
U.K 60
France 48
Switzerland 45
India 32
Austria 29
Brazil 28
Greece 28
Poland 25
Taiwan 23
Bicing (Barcelona, Spain)
Australia 19
Colombia 19
Canada 18

● City with shared Mexico 17

bicycle Holland 16

* The total of the above figures does not correspond to the total number of cities with shared
bicycles because some cities have plural shared bicycle projects. Santander Cycle Hire
(London, U.K)

70
Example of the Comprehensive Efforts to Promote Bicycle Use
(Issues of Shared Bicycles in Japan)
 The sizes of shared bicycle projects in Japan are relatively small compared to the cases in other countries.
 The turnover rates (which represent the frequency of the use of a bicycle in a day) in Japanese cities are also lower than the cases
in other countries.
 Thus, it is necessary to streamline shared bicycle projects in Japan through, for example, the expansion of cycle stations.

 Comparison of the sizes of shared bicycle projects  Comparison of the density of bicycle stations
among cities in the world among cities in the world

Number of Number of
Turnover rate
bicycles stations

Taipei 7,363 225 7.1 times/bicycle/day

London 11,000 744 2.5 times/bicycle/day Okayama

Barcelona 6,000 420 7.8 times/bicycle/day London

Paris 23,900 1,800 10.0 times/bicycle/day

New York Sapporo

New York 6,142 469 4.9 times/bicycle/day

Montreal 5,200 460 6.8 times/bicycle/day

Tokyo 4,040 344 2.51 times/bicycle/day

Sapporo
Okayama
Average of
Japanese cities
Data on foreign cities:
Data on Japanese cities:
The average of Japanese cities:
350 44 1.7 times/bicycle/day
Tokyo
332 35 3.5 times/bicycle/day Paris
(demonstration
experiment)
171 10 0.7 times/bicycle/day
(Based on the data as of November 2016 in respective cities except
Tokyo for which data as of November 2017 is used)
As of the end of 2015 (with annual averages for respective turnover rates)
* Except Taipei and New York for which the averages from April, 2015 to March, 2016 are 【出典：The Bike Share Planning Guide(ITDP),次世代交通研究（⽇本交通計画協会）】
used.
As of October 1, 2017 (with the averages from April to September in 2017 for respective
turnover rates)
* Except Tokyo for which the data as of March 31, 2018 (with the monthly average of March
2018 for the turnover rate) is used.
As of October 1, 2017 (with the average from April to September in 2017 for the turnover rate)

【出典：国⼟交通調べ】
71
Example of the Comprehensive Efforts to Promote Bicycle Use (Concept
of Model Route Development)

 Model route development process  Criteria for setting a model route

Setting of a model route  An interregional route that extends through plural municipalities
 through the collaboration of regional development bureau,  Existence of potential resources contributing to the enhancement of local values to attract
Immediately upon satisfactory preparation of each step

prefecture and government-decreed city

cyclists
 Capacity of concerned local parties to collaboratively support cyclists

Establishment of a conference
■Example of the improvement of cycling environment
 through the utilization of an existing framework comprising the
government, a municipality, DMO, tourism business operators and
concerned local parties; and  Toilet/water service  Bicycle stands
 for the deliberation and coordination of the contents of the model  Bathing and shower  Maintenance spaces
route including the specifications for pavement marking and road facilities  Rental of tools and inflators
signs  Provision of hand towels  Bicycle rental
 Distribution of sightseeing  Lockers (temporary keeping
brochures and cycling of baggage)
maps
Image
Determination of model route development contents
[Incorporation into the local plan for the promotion of bicycle <Pavement marking>
use]
 development of bicycle travel environment (safety measures and
signboards);
 development of support facilities (rest stations and support
systems);
 creation of attractiveness (fulfillment and enhancement of the P

programs encouraging cyclist to stay longer); and

 transmission of information (creation of a route map and utilization
of ICT) P

Image
<Road sign>

Evaluation and improvement of the development contents  Shaded outdoor rest space
 Long-term bicycle parking
 through collecting and analyzing the opinions of cyclists and
related data; and
 through exchanging information with advanced cities.
<Utilization of roadside stations as cycling stations>
Transmission of information focusing on the convenience of cyclists such as
access routes, difficulty levels, availability of rescue service, guide tours and
traffic rules (in multiple languages)

72
Example of the Comprehensive Efforts to Promote Bicycle Use (Case of
Model Route Development (1))
 Development of bicycle travel environment, including the installation of road signs and pavement marking, which enables cyclists to make
safe tours without getting lost
 Development of service and support environment such as bicycle racks at stop-off points in collaboration with local communities so as to
enable cyclist to enjoy local landscapes, foods and nature along a model route

Development of travel environment Development of service and support bases and

environment

Installation of road signs and

arrow pavement marking
enabling cyclists to make
Development of service and support environment such as events,
safe tours without getting lost
information provision and bicycle racks at stop-off points in
collaboration with local communities so as to enable cyclists to
enjoy local landscapes, foods and nature

73
Example of the Comprehensive Efforts to Promote Bicycle Use (Case of
Model Route Development (2))

 Establishment of a communication facility to distribute route maps and the information on cyclist attractions and a platform allowing
cyclists to evaluate the model route and post their opinions
 Enhancement of: sustainable development of the model route through the implementation of hearing investigation with organizations
supporting the model route and the collection of basic data such as economic ripple effects and the number of cyclists; and
comprehensive development of cycle tourism through the establishment of a system to reevaluate and improve attractiveness of local
resources.

Enhancement of attractiveness Transmission of information

<Image of a communication site>

Provision of the information on cyclist attraction spots and establishment

Implementation of hearing investigation with of a communication site allowing cyclist to evaluate the model route and
organizations supporting the model route and the post their opinions
collection of basic data such as economic ripple effects
and the number of cyclists

74
[Reference] Technical Standard related to the setup of humps, narrowing and
chicanes (1/2) Tentative translation
Chapter 1 General Provision 2-2 Setup Plan
It is desirable to formulate plans for the establishment of humps that include the
1-1 Objective of the standard designation of zone, locations and types.
This standard stipulates technical standards related to the establishment of humps, (1) Determining of planning zone
narrowing, and chicanes (hereinafter referred to as "Humps"). In order to heighten the effect of hump setup, determine areas that should be
planned in view of arterial roads, origin to the end of byroads, etc. (hereinafter
1-2 Range of application referred as "planned zones.")
This standard applies when road administrators set up humps on roads under the (2) Determination of setup locations
Road Traffic Act (Government Ordinance No. 180, 1952). Avoid tunnels, bridges and steep roads for the setup of humps, and select locations
that are easy for drivers to see when coming near.
1-3 Basic policy related to the establishment of humps (3) Selection of structure
(1) In order to ensure the safe passage of pedestrians and cyclists on community Select the type of humps in consideration of road, traffic and their status.
roads, humps are to be effectively set up, as needed, to reduce the speed of
bicycles as well as guide automobiles to arterial roads that are safer. 2-3 Points of caution
(2) Humps shall be established with attention given to not interfering with the safe and (1) Cooperation with related parties
smooth passage vehicles and pedestrians. For the planning of hump setup, work shall be done in compliance with traffic
regulations set up by the prefectural public safety commission; and effort must be put
1-4 Definition of terms to obtain the understanding and cooperation of local residents.
(1) Humps (2) Setup of caution display boards
Humps are protrusions as stipulated in the Road Structure Ordinance (Government Consider setting up signage to warn and inform the public of their existence, as
Ordinance No. 320, 1970) Article 31-2 needed, such as by setting up signage targeting automobile drivers that the relevant
(2) Narrowing planned area is a priority space for pedestrian or cyclists.
Narrowing is narrow passes as stipulated in the Road Structure Ordinance Article (3) Handling of areas with heavy snow
31-2 Setup of humps in areas with heavy snow shall give consideration for snow
(3) Chicano accumulation and snow clearing.
Chicanes are bent sections stipulated in the Road Structure Ordinance Article 31-2
(4) Regular-sized motor vehicles Chapter 3 Structure
Regular-sized motor vehicles are as stipulated in the Road Structure Ordinance
Article 4-2 3-1 Humps
(5) Small-sized motor vehicles (1) Standard humps shall sufficiently decelerate automobiles passing on the road.
Small-sized motor vehicles are as stipulated in the Road Structure Ordinance Article (2) Humps consist of an area from the edge to the highest point (hereinafter referred
4-2 to as "slope") and a flat area at the top (hereinafter referred to as "flat area"). The
structural design is determined by the vertically highest point (hereinafter referred
Chapter 2 Plan to as height of hump), the slope to the road to set up the hump, the shape of
horizontal slope, and the length of flat area.
2-1 Targeted roads (3) To sufficiently reduce the speed of automobiles exceeding 30 km per hour, the
Targeted roads for hump setup are community roads come under one of the points structure of the hump shall be as follows:
listed below, as needed. 1) Height of hump
1) Roads with frequent pedestrian or cyclist accidents Standard is 10 cm
2) Roads with high automobile speed 2) Longitudinal slope
3) Roads with heavy traffic Standard is an average 5% and maximum of less than 8%
4) Roads with automobiles often suddenly decelerating 3) Shape of slope
5) Roads in areas recognized as requiring the establishment of humps It must be smooth, including the part connected to the road and the flat area.
75
[Reference] Technical Standard related to the setup of humps, narrowing and
chicanes (2/2) Tentative translation
4) Length of flat area
Standard is 2 meters or longer.

3-2 Narrowing
(1) Standard structure for narrowing shall sufficiently reduce the speed of automobiles
passing the road.
(2) Structure of narrow passes shall be determined with the width of the narrowest
motorway.
(3) The narrowest road width shall be 3 meters.

3-3 Chicane
Standard structure of chicane shall be placed at a position allowing standard-size
automobiles to pass yet narrow enough to decelerate small-sized cars.

Chapter 4 Work and Maintenance

4-1 Work
(1) Material
Material for humps shall be durable yet not hinder the safe passage of vehicles and
passengers.
(2) Work Method
Give consideration to safe traffic and effect to other structures, and work safely
while ensuring that the structure fulfills its purpose.

4-2 Maintenance
Perform maintenance operations to ensure the effect of the hump and to maintain
them in good condition.
(1) Inspection
Look for damage, deterioration or other abnormalities during daily patrols.
(2) Repair
Should condition interfering with safe and smooth passage of vehicles and
pedestrians be identified through inspection, repair must be performed swiftly.

4-3 Storage of record

For the appropriate maintenance of the humps, location, type, establishment date,
structure, repair history, and other necessary information shall be recorded and stored
appropriately.

76