2019

Transport andEnvironment
in JapanPublisher
Foundation for Promoting Personal Mobility
and Ecological Transportation

Legal NoticeThis document is a tentative translation by the Foundation for Promoting Personal Mobility andEcological Transportation (Eco-Mo Foundation) of “Transport and Environment in Japan 2019”,
published in March 2019 by the Eco-Mo Foundation under the editorial supervision of the Environmental
Policy Division, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism (MLIT).
Initial translation was performed by a translation company, with necessary revisions made afterwards.
Unique terminology and phrases which cannot be understood without knowledge of the societal
background and conditions involved in the Japanese transport environment have been replaced withappropriate English expressions without being constrained by the original Japanese expressions.
However, no additional explanations or additional text has been inserted, and, wherever possible, thetentative translation is faithful to the original text.
This document is published on the Eco-Mo Foundation website (http://www.ecomo.or.jp/) and available
for download. We hope that it may serve of assistance with the implementation of transport environment
measures in the reader’s own country.

Table of Contents
Ⅰ．Developments Related to Environmental Issues in 2018… …………………

1

Ⅱ．Current Status of Major Environmental Problems of the Transport

Sector… …………………………………………………………………………………………………………

2

1 Current status of global environmental problems… ………………………………………… 2（１）Current status of global warming… ………………………………………………………………… 2（２）The United Nations Framework Convention on Climate Change, the Kyoto Protocol, and Paris Agreement………… 5（３）Current status of global warming issues in Japan……………………………………………… 8（４）Current status of global warming issues in the transport sector… ……………………… 10（Column: Automobile ownership rates around the World）… ………………………………… 14

2 Current status of automobile gas emissions…………………………………………………… 15
3 Current status of waste and recycling… ………………………………………………………… 17

Ⅲ．Measures in Response to Major Environmental Problems of
the Transport Sector… ………………………………………………………………………………… 20
1 Promotion of global warming countermeasures… …………………………………………… 20（１）Transport sector countermeasures… ……………………………………………………………… 20（Column: Definition of the levels and the status of initiatives regarding autonomous driving）……… 25（Column: Eco-tires）… …………………………………………………………………………………… 26（Column: Green Slow Mobility）… …………………………………………………………………… 42（Column: Effectiveness of car sharing in reducing environmental impact）……………… 43（２）Energy Saving Act-based measures………………………………………………………………… 44（３）International marine and air transport sector countermeasures…………………………… 46（Column: Emissions trading system measures）………………………………………………… 47

2 Promotion of emissions gas measures for trucks and busses (diesel vehicles), etc.…… 48（１）Promotion of emissions gas measures for diesel vehicles…………………………………… 48（２）Appropriately maintained vehicle usage and appropriate fuel usage guidance………… 50

3 Creation of a recycling-oriented society… ……………………………………………………… 51（１）Creation of recyclable resource distribution systems… ……………………………………… 51（２）Creation of vehicle recycling system… …………………………………………………………… 52（３）Ship recycling……………………………………………………………………………………………… 53

4 Measures by local governments, companies, citizens’ organizations, etc.……… 54（１）Measures by local governments……………………………………………………………………… 54（２）Measures by companies in the transport sector… …………………………………………… 57（３）Measures by citizens’ organizations………………………………………………………………… 64（Column: Nationwide Bus Map Summit (Bus map creation initiative by citizens)）……… 65（４）Measures by the Eco-Mo Foundation… …………………………………………………………… 66

Ⅳ．Measures in Response to Other Environmental Issues………………………… 76
1 Noise related measures…………………………………………………………………………………… 76（１）Automobile noise countermeasures………………………………………………………………… 76（２）Rail noise countermeasures…………………………………………………………………………… 77（３）Airplane noise countermeasures… ………………………………………………………………… 77

2 Sea pollution countermeasures… …………………………………………………………………… 78（１）Large scale oil spill countermeasures……………………………………………………………… 78（２）Countermeasures against harmful aquatic organisms in ballast water… ……………… 78

3 Ship exhaust gas emissions countermeasures… …………………………………………… 79
4 Chemical substances countermeasures… ……………………………………………………… 80（１）Dioxin, etc. countermeasures… ……………………………………………………………………… 80（２）Endocrine distruptors countermeasures…………………………………………………………… 80（３）Asbestos countermeasures…………………………………………………………………………… 81（４）PRTR (Pollutant Release and Transfer Register) system… ………………………………… 81

5 Ozone layer destruction prevention… ……………………………………………………………… 82
6 Global environmental observation and monitoring…………………………………………… 85（１）Climate change observation and monitoring……………………………………………………… 85（２）Himawari 8 and 9… ……………………………………………………………………………………… 86（３）Sea observation and monitoring……………………………………………………………………… 86（４）Ozone layer observation and monitoring…………………………………………………………… 87（５）Promotion of steady observation at the south pole… ………………………………………… 88

7 Adaptation Measures for Climate Change in the Land,
Infrastructure and Transport Sectors……………………………………………………………… 89
List of Abbreviations… ………………………………………………………………………………………… 90

Ⅰ．Developments Related to Environmental Issues in 2018
There were a great deal of developments in 2018, both inside Japan and overseas, related to environmental
issues. Belows are some of the developments in global warming, automobiles and the environment.

■Global warming related developments
With regard to the framework for 2020 and beyond that relates to global warming countermeasures, an ad
hoc working group was established at COP17, which was held in Durban, South Africa in November andDecember, 2011, and consensus was reached regarding the formulation by 2015 of a new framework which
would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided on by the Global
Warming Prevention Headquarters Japan’s Intended Nationally Determined Contribution (greenhouse gas
reduction targets, etc. for 2020 and beyond) in July 2015, and submitted it to the UNFCCC secretariat. Under
this INDC, Japan’s emissions reduction target was defined as a 26.0% reduction in 2030 compared to 2013(25.4% reduction compared to 2005) (approximately 1,042 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference, the“Paris
Agreement”, a new legal framework for global warming countermeasures from 2020 onwards was adopted
and went into effect on November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented instruments ofacceptance to the Secretary-General of the United Nations on the same day.
On May 13, 2016, the Japanese cabinet approved the Global Warming Countermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
The plan clarified the measures to be taken by individual entities and by the nation in order to reach themedium-term target of reducing emissions by 2030 by 26% compared to 2013 levels, laid out a roadmap forachieving these reduction targets, and stipulated a long-term target of reducing greenhouse gas emissions by
2050 by 80%.
It includes comprehensive transport sector measures such as automobile and road traffic flow measures, thepromotion of public transport usage, and logistics efficiency improvements.
COP24 was held in Katowice, Poland in December 2018 and consensus was reached regarding the“Paris
Agreement”implementation rules, of which negotiations had continued for three years. All countries, alongwith regularly updating their goals for the reduction of greenhouse gases, will attempt to kickstart aframework from 2020 onwards for working towards reaching those goals.

■Automobile and the environment related developments
According to Japan Automobile Dealers Association and Japan Light Motor Vehicle and Motorcycle Association,light vehicles accounted for more than 70 percent of the top 10 vehicle models sold in 2018, and hybrid vehicles orelectric vehicles are increasing.

1

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector
1 Current status of global environmental problems
Our globe is facing severe environmental problems,●Mechanism of the greenhouse effectsuch as global warming and the destruction of the ozone
layer. For the next generation to receive a planet inModerate greenhouseeﬀectGreenhouse eﬀect
with high concentrationof greenhouse gasses

Radiation into space

which they can live in security, our generation must
rapidly implement countermeasures to these problems.

（1）Current status of global warming

Greenhousegas
Sunlight
Infraredlight

Infraredlight

Sunlight■The mechanism behind and impact of
global warming

In order to produce energy, we burn fossil fuels suchas petroleum, coal, and natural gas, generating gasses
such as carbon dioxide (CO2) and releasing them into theatmosphere.
Atmospheric gasses such as carbon dioxide absorb a great deal of the light from the sun, as well as infrared
radiation released from the earth’s surface. This results in a warming of the atmosphere. They act like theglass in a greenhouse, raising the earth’s temperature. These gasses, which have kept temperatures in therange suited for life on earth, are called greenhouse gasses.
However, factors such as the rise of industry have increased the amount of daily activity, producing a rapid
rise in the amount of greenhouse gasses emitted into the atmosphere. This has intensified the greenhouseeffect, producing a commensurate increase in climate temperature. This is called global warming. The 5th
assessment report of the Intergovernmental Panel on Climate Change (IPCC), published between 2013 and2014, states that the average global temperature rose 0.85°
C between 1880 and 2012, and that thetemperatures of every decade of the past 30 years have been warmer than any of the preceding decades
since 1850. Furthermore, it states that there is no doubt that the climate system is growing warmer, and that
it is highly likely that the main cause of the warming which has occurred since the mid-20th century is humanactivity.
Without measures to prevent global warming to counter the global growth in fossil fuel consumption, theconcentration of greenhouse gasses in the atmosphere will continue to rise, resulting in further global
warming. The IPCC report says it is highly likely that, in comparison to between 1986 and 2005, the average
global temperature at the end of the 21st century will have risen by 0.3 to 4.8℃ , and that the average sea
level will have risen by 0.26 to 0.82m. Risks resulting from the climate change include droughts, flooding,
rainfall changes, food shortages, negative impacts on health, and reductions in biodiversity.

The“Paris Agreement”stipulates the controlling of rises in the average global temperature to levels
that are well below 2℃ in comparison to before industrialization, along with continuing to maintain 1.5℃ .
This was again summed up in 2018 by the IPCC in their“1.5℃ Special Report”. This report outlines theeffects and risks associated with the temperature rise to 1.5℃ , along with the necessary adjustments,
related emissions channels, and reduction (mitigation) of greenhouse gasses, and within the context ofstrengthening global efforts towards the threat of climate change, sustainable development and theeradication of poverty.
2

1 Current status of global environmental problems●Forecast of increase in average global surface temperature
RCP8.5: Unrestrained
2 and
RCP8.5:
UnrestrainedCO
CO2
andother emissions
emissionsresulting
resultingininlarge
large
temperature
increase
temperature increase
Past period
model results

Largest amount of
global warming
Avg. for 2081
to 2100* Shaded area
indicates
degree ofSmallest
amount ofglobal warming** RCP2.6:
RCP2.6: Little
Littletemperaturetemperatureincrease
increaseas thethe result
resultof
ofconstrained
constrainedemissions
emissions
of CO
CO2,
etc.
2, etc.

Fig. Change in average annual ground temperature(Diﬀerence versus 1986 to 2005 average)
2081 to 2100 RCP2.6 and RCP8.5 scenario CMIP 5 multiple model
average distribution diagram

Fig. Change in average global ground temperature
between 1986 and 2005
CMIP5 simulated timeline based on multiple models (1950 to 2100)
Source: Figure: IPCC AR5 WG I SPM Fig. SPM.7(a)The north pole area will warm faster than the global average, and theaverage increase in tempertature will be greater for land areas than sea areas.
(IPCC AR5 WG I SPM Fig. SPM. P.20, lines 21 to 22)

Source: Ministry of Environment (MOE) “Overview of IPCC 5th assessment” (Tentative Translated by Eco-Mo Foundation)■Impact of individual greenhouse gasses on global warming

In addition to carbon dioxide, greenhouse gasses which cause global warming include methane, dinitrogenmonoxide, and chlorofluorocarbon. According to the IPCC, the greenhouse effects per unit of volume of
methane, dinitrogen monoxide, and chlorofluorocarbon, etc., are far stronger than those of carbon dioxide, but
the amount of carbon dioxide being emitted is tremendous, so carbon dioxide emissions worldwide since theindustrial revolution account for roughly 60% of all greenhouse gas contributions to global warming.
For Japan, in 2016 carbon dioxide accounted for 92% of all greenhouse gas contributions to global warming,an extremely high figure.
●Greenhousegasgasand andglobalwarming
potential(100 year
period)(*1)
Greenhouseglobalwarming
potential（100
year period）（*1）
Global warming potential（100 year cumulative period）*1: Global warming potential*2: HFC*3: PFC

CarbondioxideMethaneDinitrogenmonoxide

HFC（*2）

PFC（*3）

SF6

1

25

298

1,430

9,300

22,800Warming eﬀect of greenhouse gasses over a 100 year period(using carbon dioxide as a baseline with a value of 1)
Calculated for HFC-134a, a typical HFC used as a coolant
Calculated for PFC-5-1-14, a typical PFC used in rectiﬁers● Contributions to global warming by greenhousegasses emitted by Japan(for 2016)● Contributions to global warming by greenhousegasses emitted due to human activity since theindustrial revolution
Chloroﬂuorocarbons
which destroy theozone layer(CFCs and HCFCs)
and
halon

14%

Source: IPCC（2007）

Chloroﬂuorocarbon
alternatives which do not
destroy the ozone layer,etc.
(HFCs, PFCs, SF₆)

Hydroﬂuorocarbons（HFCS）
Dinitrogenmonoxide（N2O）1.6%

0.5% or less3.3%

Perﬂuorocarbons（PFCS）

0.3%

0.2%

Methane（CH4）

Nitrogen triﬂuoride（NF3）

2.4%

Dinitrogenmonoxide(N₂O)

6%Methane (CH₄)

20%

Sulfur hexaﬂuoride（SF6）0.05%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)

92.3%

Source: IPCC 4th assessment report 1st working groupmaterials (2007)

Source: GIO “Greenhouse Gas Inventory”

3Ⅱ．Current Status of Major Environmental Problems of the Transport Sector■Trends in concentration of carbon dioxide in the atmosphere

The concentration of carbon dioxide in the atmosphere varies cyclically every year due to factors such as

plant photosynthesis. The amount of change also depends on the location, due to differences in local vegetation,
etc.
The concentration of carbon dioxide in the atmosphere remained roughly stable at 280ppm (ppm: parts per
million) before the industrial revolution in the latter 18th century, but the rapid increase in manufacturing andproduction activities following the industrial revolution has been accompanied by an increase in the carbon
dioxide concentration. According to World Data Centre for Green house Gases (WDCGG) the carbon dioxide
concentration in 2017 was 405.5ppm, significantly higher than the concentration before the industrial
revolution.

Carbon dioxide concentration（ppm）●The average of concentration of carbon dioxide in the atmosphere(year)

Source: Japan Meteorological Agency (JMA) “Climate Change Monitoring Report 2017” (Tentative Translated by Eco-Mo
Foundation)■Carbon dioxide emission volume by country

In 2013, Carbon dioxide emission volume by country is as follows: China 28.4%, U.S. 15.4%, India 6.4%, Russia

4.8%, followed by Japan at 3.5%. In terms of per capita emissions by country, Japan is number 8.
● Share of carbon dioxide emission volume bycountry (2015)
Brunei 0.02%
New Zealand 0.1%
Hong Kong 0.1%
Singapore 0.2%
Peru 0.2%
Chilie 0.3%
Philippines 0.3%
Vietnam 0.5%
Ukraina 0.6%
Malaysia 0.7%
Thailand 0.8%
Taiwan 0.8%
France 0.9%
Italy 1.0%
Australia 1.1%
UK 1.2%Indonesia 1.4%
Mexico 1.4%
Brazil 1.4%
Canada 1.5%

● Per capita carbon dioxide emission volume bycountry (2015)
BruneiU.S.
Australia
CanadaSouth Korea
RussiaTaiwanJapan
Singapore
Germany
Malaysia
New Zealand
China
UK
Hong Kong
Italy
ChilieFranceUkraineMexicoThailandBrazilVietnamIndonesia
Peru
India
Philippines

Other

23.0%

China

28.4%

Global average
CO2 emissions
32.9 billion tons

U.S.

Japan

3.5%

Russia India

4.8%

15.4%

6.4%

Germany 2.2%
South Korea 1.8%

2.28
1.83
1.75
1.73
1.61
1.06

0

7.4
7.01
6.81
6.12
5.96
5.32
4.73
4.42
4.28
3.72
3.67

5

9.02
9
8.73

10

11.4
11
10.9

14

16
15.8
15.2

15

20
tCO2/person

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2018”4

1 Current status of global environmental problems（2）The United Nations Framework Convention on Climate Change, theKyoto Protocol, and Paris Agreement■UNFCCC

UNFCCC was formulated with the objective of stabilizing greenhouse gas concentrations at a level thatwould prevent dangerous anthropogenic interference with the climate system. It was adopted in May 1992,
and after being signed by the heads of states at the June 1992 United Nations Conference on Environmentand Development (held in Rio de Janeiro), it went into effect in March 1994. As of January 2019 the European
Union (EU) and 196 countries, including Japan, are signatories.

■The Kyoto Protocol

In December 1997 COP3 was held in Kyoto, and the Kyoto Protocol for achieving the convention’sobjectives was adopted. The Kyoto Protocol specifies the percentage by which average annual greenhouse gas
emissions by developed countries are to be reduced compared to a reference year (in principle 1990) during
the period from 2008 to 2012 (the first commitment period). Japan was to have reduced emissions by 6%, theU.S. by 7%, and the EU by 8%. No binding targets were set for developing countries. The November 2004
ratification by Russia satisfied the Kyoto Protocol’s requirements for coming into force, and the treaty
became effective on February 16, 2005. The U.S. did not ratify the Kyoto Protocol. The first commitment
period of the Kyoto Protocol, which went into effect in 2008, ended in 2012. While official adoption will firstrequire screening by the U.N, Japan met its greenhouse gas emissions reduction target.

■Paris Agreement

With regard to the framework for 2020 and beyond, an ad hoc working group was established at COP17,

which was held in Durban, South Africa in November and December, 2011, and consensus was reachedregarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided on by the Global
Warming Prevention Headquarters Japan’s INDC (greenhouse gas reduction targets, etc. for 2020 andbeyond) in July 2015, and submitted it to the UNFCCC secretariat. Under this INDC, Japan’s emissions
reduction target was defined as a 26.0% reduction in 2030 compared to 2013 (25.4% reduction compared to2005) (approximately 1,042 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris
Agreement,”a new legal framework for global warming countermeasures, was adopted and went into effecton November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented instruments ofacceptance to the Secretary-General of the United Nations on the same day.

COP24 was held in Katowice, Poland in December 2018, and consensus was reached regarding the“Paris Agreement”implementation rules on which negotiations had continued for three years.

5Ⅱ．Current Status of Major Environmental Problems of the Transport Sector

The results of the December 2018 COP24 are shown below.
The 24th session of the Conference of the Parties to the United Nations Framework Convention on Climate Change (COP 24)
The 14th session of the Conference of the Parties Serving as the Meeting of the Parties to the Kyoto Protocol (CMP14)
The 3rd part of the 1st session of the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement (CMA1-3)
January 25, 2019
The 24th session of the Conference of the Parties to the United Nations Framework Convention on Climate Change(COP 24), the 14th session of the Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol(CMP14), and the 3rd part of the 1st session of the Conference of the Parties serving as the Meeting of the Parties
to the Paris Agreement (CMA1-3) took place from December 2 to 15 in Katowice, Poland. Mr. Yoshiaki Harada,
Minister of the Environment, Mr. Kenichi Suganuma, Ambassador, Representative of the Government of Japan for
Climate Change, and officials from relevant Ministries including the Ministry of Foreign Affairs, the Ministry of
Economy, Trade and Industry, the Ministry of the Environment, the Ministry of Finance, the Ministry of Education,
Culture, Sports, Science and Technology, Ministry of Agriculture, Forestry and Fisheries, and the Ministry of Land,
Infrastructure, Transport and Tourism participated in the conferences.
The Paris Agreement Work Programme (PAWP) was adopted at the COP24, which enables the full implementationof the Paris Agreement from 2020 onwards. Overview of the conferences, outreach of Japan's climate change actions,and assessment of the conferences are as follows.
1. Overview of the conference(1) PAWPThe PAWP related agendas were discussed at the meetings during the conferences toward the full
implementation of the Paris Agreement from 2020 onwards. In the 1st week of the COP24, the 7th Part of the
1st Session of the Ad Hoc Working Group of the Paris Agreement (APA1-7), the 49th Session of the Subsidiary
Body for Implementation (SBI49), and the Subsidiary Body for Scientific and Technological Advice (SBSTA49)
were convened. The textual proposals on mitigation, adaptation, transparency framework, market mechanisms,
finance, and other issues prepared by APA and SB chairs were revised reflecting the discussions focusing on
the technical issues. In the second week, based on the outcomes of the discussions at APA and SB, the Parties
continued technical discussions at the Conference of the Parties, while ministerial negotiations were held on
the issues that should be agreed at political level.
(2) Climate FinanceOECD published an analysis report on provision of the public climate finance by developed countries todeveloping counties during 2013-2017. The report indicates that the public climate finance has been steadily
increasing in line with the 2016 Roadmap Trajectory toward the USD 100 billion goal by 2020.
In the course of the discussions related to the PAWP, the Parties decided to establish a transparent reporting
system while securing the discretion of each country for reporting ex-ante information on climate finance(Article 9 Paragraph 5 of the Paris Agreement) as well as the ex-post information (Article 9 Paragraph 7). In
addition, it was decided to organize biennial in-session workshops and convene biennial high-level ministerial
dialogue on climate finance focusing on ex-ante information. In deliberation on setting a new quantified goal
2025 and onwards, it was decided to consider the importance of making finance flows consistent with apathway towards low greenhouse gas emissions and climate-resilient development, taking into account theneeds and priorities of developing countries and the achievement of 2020 goal of jointly mobilizing USD 100
billion per year.
(3) Talanoa Dialogue
To achieve the long-term goal of the Paris Agreement, the political phase of "Talanoa Dialogue" was held
during the COP24 for taking stock of the collective efforts of the Parties to reduce GHG emissions andenhancing ambition. ("Talanoa" is a traditional Fijian word that was proposed by Fiji (COP23 Presidency), toconvey the idea of transparency, inclusiveness and harmony)
Minister of the Environment Harada participated in the ministerial round table discussion to share Japan's
experiences and visions. He expressed Japan's strong determination that Japan will take the lead in achieving
the virtuous cycle between the environment and growth, introducing a successful launch of GHG observing
satellite "GOSAT-2" contributing to improvement in the accuracy of GHG inventory, a successful commercial
operation of a floating offshore wind farm, as well as successful transfers of decarbonized technologies todeveloping countries through the Joint Crediting Mechanism (JCM).
(4) Other high-level events
High-level events including "The third biennial High-Level Ministerial Dialogue", "The stock takes of pre-2020

6

1 Current status of global environmental problems

implementation and ambition", and "Talanoa Dialogue" took place during High-level segment. Poland, as COP24
Presidency, proposed to launch three political declarations on "Just Transition", "E-Mobility" and "Forests". The
Government of Japan has endorsed these declarations.
(5) COP24 Decision
The COP decisions were successfully adopted on December 15, including the draft of the PAWP, the outcomes
obtained through "Talanoa Dialogue" ,"The stock takes of pre-2020 implementation and ambition" and thereference to the IPCC Special Report on Global Warming of 1.5℃ . The decisions by the CMA, including the
PAWP, were adopted subsequently.
Japan's head of delegation and experts actively participated in the negotiations of the technical issues andMinister of the Environment Harada participated in the Ministerial negotiations. Japan proactively contributed
to the discussions toward adoption of the PAWP throughout the conferences. The COP25 will be convened in
Chile in 2019.
2. Outreach for Japan's climate change actions(1) Bilateral meetings
Minister of the Environment Harada met with his counterparts including the United States, EU, Maldives,
China, Ethiopia, and Poland (COP24 President). He worked for the adoption of the PAWP and also exchanged
views on cooperation in the areas of climate change issues.
(2) Statement by Minister of the Environment Harada at the high-level segment
Minister of the Environment Harada expressed Japan's strong determination that Japan would actively
contribute to the adoption of the PAWP at the COP24. He mentioned that Japan would lead the global
decarbonization promoting the model of the virtuous cycle between the environment and the growth as chairof the G20 in 2019. He also emphasized that Japan has developed the future vision of "Circular and Ecological
Economies - localizing SDGs" to decarbonize the society and achieve the Sustainable Development Goals.
Furthermore, he expressed his commitment to continue supports for the implementation of the Paris
Agreement through finance, capacity-building, and technology development and transfer. He further referred
to steady implementation of support of 1.3 trillion yen in 2020 and further promotion of the JCM. He alsopresented Japan's contribution to providing scientific knowledge thorough GHG Observing Satellite "IBUKI-2"(GOSAT-2) and announced that Japan will host the 49th Session of the Intergovernmental Panel on Climate
Change (IPCC) in Kyoto. In addition, he referred to the nomination of Ambassador Suganuma as a candidate
for the next Executive Director of Green Climate Fund (GCF).
(3) Japan Pavilion
Japan set up an official event booth called "Japan Pavilion" in the venue of COP24. Many events were heldat the Pavilion so as to promote climate actions of the government, institutions and researchers introducing
advanced technologies and contributions to climate change actions including "Japan's Assistance Initiatives toAddress Climate Change 2018" released on December 7.
(4) Market Mechanisms
Japan held the 6th JCM Partner Countries' Meeting where the representatives of the 17 partner countries of
the JCM gathered. Japan and the partner countries welcomed the progress of the JCM and agreed to support
the further formation and implementation of JCM projects.
3. Assessment(1) Japan participated in the COP24 with three main objectives: ( i ) adoption of the PAWP, (ii) contribution to the
Talanoa Dialogue and (iii) further promotion of Japan's climate change actions with high level events. These
objectives were largely attained through the various events during the COP24.
(2) The adoption of the PAWP was the most significant outcome of the COP24. This gave momentum for the full
implementation of the Paris Agreement from 2020 onwards and further promotion of the global climate change
actions. Japan highly appreciates that the Parties agreed to establish a common, transparent, and effective rule
applying to all Parties in line with the spirit of the Paris Agreement. Japan actively participated in negotiations
including concrete text proposals and contributed to the adoption of the PAWP. Negotiations on the market
mechanisms will continue so as to adopt the related guidelines at the CMA2 next year, taking into considerationof the draft decision texts elaborated during the COP24.
(3) In addition, Japan sent out strong messages that ① Japan will lead the world in achieving“the virtuous cycle
between the environment and growth”through innovations, and ② Japan will further promote international
cooperation so that all Parties could implement the Paris Agreement effectively.

Source: Ministry of Foreign Affairs of Japan website

7

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector（3）Current status of global warming issues in Japan①Current status of carbon dioxide emissions in Japan

Japan is the world’s 5th largest producer of carbon dioxide emissions, so it plays an extremely importantrole in solving the problem of global warming.

■Trends in carbon dioxide emissions in Japan

In 2016 Japan emitted approximately 1,260 million tons of carbon dioxide, roughly 4.4% more than it did in

1990. The per capita emissions volume in 2016 was approximately 9.50 tons.
●Trends in carbon dioxide emissions in Japan

CO2 emissions volume（bar graph: million tons of CO2）

9.35 9.40 9.45 9.37

9.78 9.86

9.93 9.86

9.52

9.79 9.95 9.80

10.02 10.07 10.02 10.07 9.87 10.15

9.60

1,225 1,238

1,200 1,155

10.20 10.31

9.94

9.46

9.63

9.50

1,250 1,243
1,204

1,240

1,263 1,248

1,277 1,285 1,280 1,287 1,263

1,300

1,261

1,229

1,302 1,314

1,212
1,160

1,264
1,224

1,206

8

6

1,000

0

10

9.06

1,400

1,167 1,177 1,170

9.87

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Per capita CO2 emissions volume（line graph: tons of CO2/person）

Per capita ＣＯ２ emissions（total ＣＯ２ emissions）

1,600

0

（Year）

Source: GIO “Greenhouse Gas Inventory”■Ratio of carbon dioxide emissions in Japan by sector

The industrial sector accounts for 34.6% of Japan’s carbon dioxide emissions, the transport sector for 17.9%,

business and other sectors account for 17.8%, and the home sector accounts for 15.6%.
●Amount of carbon dioxide emissions in Japan (by sector) 2016
Other（Agriculture, etc.） 0.3%

Waste（Incineration of waste plastic, waste oil, ets.） 2.4%
Industorial process and ﬁnished goods usage 3.8%

Energy conversion sector（Power plants, etc.）7.7%
Home
sector

15.6%
Industrial sector（Plants, etc.）

Business and other sectors（Commerce, services, oﬃces,etc.）

17.8%

34.6%

Transport
sector（Automobiles, etc.）

17.9%

Total carbon dioxide
emissions in 2016
1,260 million tons

Source: GIO “Greenhouse Gas Inventory”

8

1 Current status of global environmental problems②Energy consumption in JapanThe rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of the maincauses of global warming. Global warming is inextricably linked to energy consumption.

■Final energy consumption in Japan

Japan’
s energy consumption grew faster than its GDP during the period of rapid economic growth whichlasted into the 1970s. However, the two times oil crises in the 1970s led to increased eﬀorts to reduce energy
consumption by the manufacturing sector, and the development of energy saving products. These eﬀorts
made it possible to restrain energy consumption while still achieving economic growth. Throughout the 1990s
crude oil prices remained at a low level but energy consumption of the home sector and the business sector
increase. The price of crude oil began rising again in the 2000s, and energy consumption peak has been fallingsince peaking in 2004.In 2010 the economic recovery, together with temperature conditions, produced a major
increase in final energy consumption. In 2011 the focus on energy conservation following the Great East Japan
Earthquake brought about another decline in final energy consumption. In 2016, the real GDP increased by
1.2% to 2015, however, due to progress in energy conservation, the final energy consumption decreased by
1.3%.
Looking at energy consumption trends from 1973 to 2016, energy consumption for the company andbusiness sector grew 1.0-fold (0.8-fold for the industrial sector and 2.1-fold for the business and other sectors),
and 1.9-fold for the home sector ,1.7-fold for the transport sector. Since the first oil crisis, the company andbusiness sectors, although experiencing economic growth, have seen the same level in energy consumption
thanks to the implementation of energy saving measures mainly in the manufacturing industry. On the other
hand, the home sector and the transport sector has seen greatly increase in energy consumption because of
the spread of energy equipment and automobile. As a result, while the company and business establishment,
the home, and the transport sectors accounted, respectively, for 74.7%, 8.9%, and 16.4% of total energy
consumption in 1973, in 2016 these ratios had changed to 62.2%, 14.4%, and 23.4% respectively.

■Dependence on petroleum for energy consumed in Japan
Japan’s supply of petroleum as a primary energy source fell as theresult of petroleum replacement policies and energy saving measures
implemented in response to the oil crises, but began rising from the late1980s due to falling crude oil prices. From the mid-1990s onwards thedevelopment of alternative energy sources, etc. caused petroleum use to
decline.

●Crude oil imports by supplying
country (2016)
Malaysia 0.5%

Oman 1.4%

Indonesia 1.4%

Ecuador 0.5%
USA 0.4%

Vietnam 0.4%

Iraq 2.4%

Other 1.1%

Mexico 2.7%
Russia 5.8%

Soudi Arabia

KuwaitIn 2016 Japan supplied 0.3% of the crude self-sufficiency raito. Japan’s

6.6%

major oil fields are located in Niigata Prefecture, Akita Prefecture, and

7.0%

37.4%

Iran

Qatar

Hokkaido. Because of this low level of self-suﬃciency, in 2016 Japan

8.7%

UAE

23.7%

relied on foreign imports for 99.7% of its crude oil, with nearly 90%
coming from the Middle East. Japan is far more dependent on the
Middle East for its oil than other countries ̶ in 2016 the U.S. depended
on the Middle East for 22.4% of its crude oil, and European OECD
countries depended on the Middle East for 22.7% of their crude oil. In

Source: METI “Yearbook of Mineral
Resources and Petroleum Products
Statistics” (Tentative Translated by
Eco-Mo Foundation)2016 Saudi Arabia was Japan’s largest supplier of crude oil, supplying
37.4%, followed by the UAE (23.7%), Qatar (8.7%), and Iran (7.0%).
(Source: METI“Energy White Paper 2018”(Tentative Translated by Eco-Mo Foundation))9Ⅱ．Current Status of Major Environmental Problems of the Transport Sector（4）Current status of global warming issues in the transport sector①Current status of carbon dioxide emissions by the transport sector■Trends in carbon dioxide emissions by the transport sector

From 1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 23.0%, but the risein emissions then slowed, and began falling from 2001 onwards. In 2016 the amount of carbon dioxide
emissions was approximately 215 million tons, 3.9% more than in 1990.
●Trends in carbon dioxide emissions by the transport sector
Carbon dioxide emissions（million tons CO2）

300

255

%
＋23.0

250

＋3.0%

−7.0%

263

244

−8.4%

207
200

150

100

50

0

Privatecars
Othertransport

.7%

＋42

＋10.2%

−3.4%

−2.2%

−6.4%

−5.8%

−3.8%

215

−9.5%
−7.7%

＋12.0%

Truck＋14.3%

224

−5.0%

−4.7%

−3.9%

−10.9%−2.3%

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

(Year)
Other transport : Busses, taxies, rail, ships, airplanes

Source: MLIT website (Tentative Translated by Eco-Mo Foundation)

Carbon dioxide emissions from automobiles accounts for 86.2% of total carbon dioxide emissions producedby the transport sector. 46.1% of these carbon dioxide emissions are produced by private cars.

■Carbon dioxide emission rates by the transport sector

Comparing passenger transport carbon dioxide emission rates (the amount of carbon dioxide emitted intransporting a person for 1km), private cars emit 7.1 times more carbon dioxide than rail transport. Therefore
in order to reduce carbon dioxide emissions, the use of public transport, which has smaller carbon dioxide
emission rates than private vehicles, need to be promoted.
For freight transport carbon dioxide emission rates (the amount of carbon dioxide emitted in transporting
one ton of freight for 1km), private trucks emit 55.2 times more carbon dioxide than trains, 30 times morethan ships, and 5 times more than commercial trucks. There need to be a modal shift, moving to efficient useof commercial trucks, ships, and trains, in order to improve distribution efficiency.

10

1 Current status of global environmental problems●Amount of carbon dioxide emissions from the transport sector (by modes of transport) 2016
Taxi 1.3%

Bus 2.0%

Railway 4.3%

Motorcycle 0.4%

Aviation 4.7%
Domestic

shipping 4.8%
Privateｔrucks

Passenger cars

46.1%

16.8%
Commercial
ｔrucks

19.6%

Source: MLIT website (Tentative Translated by Eco-Mo Foundation)●Carbon dioxide emission rates by passenger transport mode (2016)

Passenger cars

141

Passenger cars
Aviation

141
98

Aviation
Bus

98
67

Bus
Railway
Railway

67
20
0
0

20
25

50

150

175

200

25

ｇ-CO2/person/kilometer
50
75
100
125
150

175

200

75

100

125

ｇ-CO2/person/kilometer●Carbon dioxide emission rates by freight transport mode (2016)
Private ｔrucks

1159

Private ｔrucks
Commercial ｔrucks

1159
240

Commercial ｔrucks
Ship

39

Ship
Railway

39
21

Railway

240

0
0

21

200

400

200

400

600

800

1000

1200

1400

ｇ-CO2/ton/kilometer
600
800
1000

1200

1400

ｇ-CO2/ton/kilometer

Source: MLIT website (Tentative Translated by Eco-Mo Foundation)

11

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector●Modal shares of domestic passenger transport (100 million person ・km), 2016

Aviation

15.3%

Hire / Taxi 1.1%

Hire / Taxi 1.1%

Busses

10.8%

Aviation

15.3%

Japan Railway
(JR)

45.9%

Busses10.8%
Privaterailways
27.0%Japan Railway
(JR)

45.9%

Private railways

27.0%*1 The air transport volume percentage is the total of both regular and irregular service.
*2 The hire/taxi percentage includes both light motor and truck.

Aviation（domestic route）0.3%
Railway 5.2%
●Modal shares of domestic freight transport (100 million ton・ km), 2016
Aviation（domestic route）0.3%

Domestic
shipping

Railway 5.2%

Commercial
trucks

43.7%

43.8%

Domestic
shipping

Commercial
trucks

43.7%

43.8%

Private trucks 7.1%

Private trucks 7.1%
*1 The air transport percentage is the total of both regular and irregular service, and includes excess luggage and postal
mail.
*2 The total of subtotals for individual transport modes and the total for transport modes may not be identical due torounding.
Source: MLIT “White Paper on Land, Infrastructure, Transport and Tourism in Japan 2017” (Tentative Translated by EcoMo Foundation)

12

1 Current status of global environmental problems②Energy consumption by the transport sector

Within the transport sector, automobiles account for the largest amount of energy consumption, roughly 87%

of the sector’s total energy consumption. The majority of this is energy consumption is by cars and trucks. In
terms of consumption by oil type, gasoline and diesel oil account for 87% of the transport sector total.
Over the past few years automobile fuel efficiency improvements and increased shift from in-house or
private operation to commercial truck operation has brought about a reduction in carbon dioxide emissions by
the transport sector. Emissions in 2016 were 215 million tons.
Efforts must continue to be made to achieve further reductions in the amount of energy consumed byautomobiles.
●Automobile ownership trends
Million vehicles
90
80

Other
Bus
Special vehicle
Motorcycle

70
60
50

Truck

40
30
Passenger car

20
10
0

1966 1969

Year
1972

1975 1978

1981 19841987

1990 1993

1996 1999

2002 2005 20082011 20142018

1: Passenger vehicles include mini-vehicles.
2: Number of vehicles as of the end of March of each year.
Source: Automobile Inspection & Registration Information Association website (Tentative Translated by Eco-Mo Foundation)

13

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector

ColumnAutomobile ownership rates around the WorldIn terms of automobile ownership per thousand people, the U.S. has the world’s highest automobiles
ownership rate, at 795 automobiles per thousand people. Automobile ownership rates are low for
developing countries. In recent years developing countries such as China and India have experienced
dramatic upswells in automobile ownership led by their rapid economic growth. The number of cars
owned per thousand people grew by 1.7% globally in 2015, but in China it grew by 11.2%, and in India
by 8.5%. Automobiles ownership in these countries, with their enormous populations, is predicted tohave some impact on global warming, and is an area where attention is being increasingly focused.
●Automobile ownership rates in individual countries 2015
（Automobiles per 1,000 persons）

900

600

World

Vietnam

India

Philippines

Indonesia

Hong Kong

China

Peru

Singapore

Brazil

UkraineThailandChilieMexicoTaiwanRussiaSouth Korea

FranceMalaysia

U.K.

Japan

CanadaGermany

Itary

Australia

BruneiU.S.

0New Zealand

300

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2018”14

2 Current status of automobile gas emissions

2 Current status of automobile gas emissions
Road traffic related environmental problems involving the transport sector include atmospheric pollution
produced by suspended particulate matter (SPM) and nitrogen oxides (NOx) such as nitrogen dioxide (NO 2)
emitted from automobiles. NOx is not only a cause of acid rain and photochemical smog, but also has negative
health effects (on respiratory organs). SPM is also said to harm respiratory organs by adhering to the lungs
and bronchi.
In recent years all air pollution monitoring stations ＊1 have met 2016 air quality standards achievement
rates for NO2, with 100% achievement rates for eleven consecutive years since 2006. Automobile exhaust gas
monitoring stations ＊2 have remained at roughly the same levels as 2015, at 99.7%. For automobile exhaustgas monitoring stations in areas implementing Automobile NOx/PM Act measures the achievement rate was
99.5%.
For SPMs, nationwide 2016 air quality standards achievement rates were 100% for air pollution monitoring
stations and 100% for automobile exhaust gas monitoring stations. These have slightly improved forboth types of stations in comparison to 2015 (air pollution monitoring station: 99.6%, automobile exhaustgas monitoring station: 99.7%). SPM 2016 air quality standards achievement rates for areas implementing
Automobile NOx/PM Act measures were 100% for both air pollution monitoring stations, have slightly
improved for automobile exhaust gas monitoring stations.

＊ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,243 stations)＊ 2 Automobile exhaust gas monitoring station:
Monitoring stations performing regular monitoring of atmospheric pollution conditions near intersections,roads, and road edges in which emissions from automobiles are believed to be sources of air pollution.
(Nationwide: 393 stations)15

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector● NO2 air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2007 to 2016)（Automobile exhaust gas monitoring stations）

100

80

80

︵ %
︶
Achievement rate

︵ %︶Achievement rate

（Air pollution monitoring stations）

100

60
40
20
0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Achievementrate
No. of effective
stations
No. of achieving
stations

60
40
20
0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Achievement
90.6％ 92.0％ 92.9％ 95.7％ 99.1％ 98.6％ 98.6％ 99.1％ 99.5％ 99.5％
rate
No. of effective
224 225 226 207 219 216 218 216 217 215
stations
No. of achieving
203 207 210 198 217 213 215 214 216 214
stations

100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％
436 436 438 411 425 418 411 413 407 403
436 436 438 411 425 418 411 413 407 403

Source: MOE website (Tentative Translated by Eco-Mo Foundation)● SPM air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2007 to 2016)（Automobile exhaust gas monitoring stations）

100

80

80

︵ %
︶
Achievement rate

︵ %︶Achievement rate

（Air pollution monitoring stations）

100

60
40
20

40
20
0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

0 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Achievement
93.2%
rate
No. of effective
443
stations
No. of achieving
413
stations

60

Achievement
92.5%
rate
No. of effective
212
stations
No. of achieving
196
stations

99.8% 100% 100% 72.7% 100% 96.4% 99.8% 100% 100%
440 439 415 429 421 415 415 413 412
439 439 415 312 421 400 414 413 412

99.5% 100% 99.0% 75.6% 100% 92.0% 100% 99.5% 100%
213 214 197 209 207 209 208 210 208
212 214 195 158 207 193 208 209 208

Source: MOE website (Tentative Translated by Eco-Mo Foundation)16

3 Current status of waste and recycling

3 Current status of waste and recycling①Trends in general waste volume

Total waste volume and per capita daily waste volume fell slightly after the second oil crisis in 1979, butbegan rising rapidly from roughly 1985. From 1990 they leveled off or increased slightly, but began fallingfrom 2001. In 2016 the total amount of waste was 43.17 million tons. The total amount of recycled waste in2016 was 8.79 million tons. The ratio of total waste which was recycled has grown tremendously, from 5.3% in1990 to 20.3% in 2016.

Total waste volume（million tons/year）

6,000

1,200

Total waste volume
Per capita daily waste
Per capita daily waste（including foreigners）

5,500 1,089

1,100

1,033
5,082

994

5,000
4,811

4,625
4,500

4,000

2007

2008

2009

976

979

972

4,536

4,543

964
4,523

958
4,487

2010

2011

2012

2013

976

1,000

963

954

947
4,432

939
4,398

2014

2015

942
925
4,317

900

800

2016（Year）

Per capita daily waste volume（grams/person/day）●Total waste volume and per capita daily waste volume

Source: MOE website (Tentative Translated by Eco-Mo Foundation)②Trends in industrial waste volume

The amount of industrial waste produced has stayed roughly at the same level since the 1990s at

approximately 400 million tons.

Total industrial waste volume（million tons）●Industrial waste volume
450
426
400 394

405

415

408

400 406 400

422 418 419
412 417393

404

390 386 381 379 385

393 391
387

350

300

250

200

1995 1996 （1996） 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
Note: Waste discharge volume estimation methods were partially revised in 1996.Waste volume from 1996 onwards is
calculated based on the same conditions as the waste reduction target volume (established in September 28 2009) .
*:Government set value based on The Dioxin Countermeasures Basic Policy (Ministerial Meeting on Dioxin Policy decision).

2016（Year）

Source: MOE website (Tentative Translated by Eco-Mo Foundation)

17

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector③ Remaining lifespans and remaining capacities of general and industrial waste
final disposal sites

As of the end of 2016 there were 1,661 general waste final disposal sites in Japan with a remaining capacityof 99.63 million m3. The average remaining lifespan was 20.5 years. The remaining capacity is shrinking, andthe remaining lifespan is decreasing.
The remaining capacity of industrial waste final disposal sites as of the end of 2015 was 167.36 million m3,
1.31 million m3 more than the previous year. The average nationwide remaining lifespan is 16.6 years. Slight
improvements are being made, but the remaining lifespan in the Tokyo area is 4.8 years, and remaining
capacities are particularly low for major metropolitan areas.
●Remaining lifespans and remaining capacities of final disposal sites (general waste)

Remaining capacity（million ㎥）

18.0
250

18.7

19.3

19.7

18.9

19.3

20.5

20.4

20.1

21

Remaining capacity
Remaining lifespan

15.7

200

14

150
122

122

116

114

112

111

100

107

106

104

100

2015

2016

7

Remaining lifespan（years）

300

50
0

2007

2008

2009

2010

2011

2012

2013

2014

0

（Year）

Source: MOE website (Tentative Translated by Eco-Mo Foundation)●Remaining lifespans and remaining capacities of final disposal sites (industrial waste)
17

400
16.0

350

Remaining capacity
Remaining lifespan

14.9
13.2

15
13

13.6

12
10

10.6
200
7.2

150

7.7

8.2

9
8

8.5

7
6

6.1
100
3.0

3.1

3.1

3.3

3.7

3.9

4.3

5
4

4.5

3

Remaining lifespan（years）

11

250

50

16
14

13.9

300
Remaining capacity（million ㎥）

14.7

16.6

2
1

0

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

0

2015 （Year）

Source: MOE website (Tentative Translated by Eco-Mo Foundation)18

3 Current status of waste and recycling④Trends in number of incidents of illegal dumping, etc., and amount dumped

163 incidents of illegal dumping of industrial waste, a total of 36,000 tons of waste, were discovered in 2017,

along with 161 incidents of improper disposal (60,000 tons). Newly discovered cases of illegal dumping
decreased considerably and steady results are being observed. Regarding improper disposal, new incidents
were discovered in 2017; thus, elimination thereof has not yet been achieved.
140.0

1,400

●Number of incidents of illegal dumping of industrial waste and amount dumped

1,200

1,150

Amount dumped
Number of incidents

1,197

1,200

1,150

1,049

1,000
Numberof dumping
incidents
Numberof dumping
incidents

Amount dumped
Number of incidents

1,197

1,000

855

1,049

1,027

120.0
120.0

100.0

934
894

1,027

140.0

100.0

934
894

800
800

855

679
679

600

74.5

719

673

719

554

600

Gifu City incident
Gifu City incident

44.4
400

43.3
40.8 42.4
40.3
43.3

44.4

40.8 42.4

400

21.9

21.9

200

24.2

Numazu382
City
incident
Numazu City

5.8

Hino-cho,

5.8

Hino-cho,Shiga Prefecture
Koka City,
40.0
308 Prefecture incident
Shiga
incident 20.4
Koka City, Shiga Prefecture
1.4279
incident308
incident
Shiga Prefecture
20.4
Chiba City 279
1.4
incident
14.7
Chiba City incident
216
incident
192 18714.7
1.1
216
20.3

17.2
20.7 20.7
17.8 17.800

Kuwana City
382
incident

41.1
31.8

60.0

Tado-cho,
Kuwana City
Tado-cho, incident

558
41.1

40.3

24.2

554
558

56.7

56.7

31.8

200

80.0

673

74.5

1.1
17.2

13.1
12.0

20.3

13.1
10.2

192

187

159

10.2

6.2
6.2 5.7
5.3 4.4 5.3
12.014.4 5.714.4
2.9
4.8
4.8

159

165 16.6

165 16.6
163

143
1.9 143 1311.9
2.9 2.7
2.9 3.6
2.9

4.4

20.0

80.0

60.0

40.0

163

20.0

131
2.7
0

1995
1997
1998
1999
200020002001 2001
2002 2002
2003 200420082009
20102009
20112010
2012 20112013 20122014 2015
19951996
1996
1997
1998
1999
2003 2005
20042006
20052007
2006
2007
2008
2013 2016
20142017
2015 2016（Year）
Note)
Note)
1. The number of incidents of illegal dumping and the amount of illegally dumped waste were calculated based on incidents of illegal dumping of 10t or more
1. The number of incidents of illegal dumping and the amount of illegally dumped waste were calculated based on incidents of illegal dumping of 10t or moreof industrial waste per incident identified by the governments of prefectures and designated cities (as well as all incidents of illegal dumping of specialof industrial
waste
per incident identified by the governments of prefectures and designated cities (as well as all incidents of illegal dumping of special
controlledindustrial
waste).
controlledwaste).
2. Withregards industrial
to the whiteareas of the bar graph, the incidents discovered in Gifu City in 2003 and in Numazu City in 2004 took place over multiple
2.
With regards
the whiteareasof the ofbarmajorgraph,
the incidents
in Gifu
City
in 2003years.
and inNumazuCityofinthe
2004
took place over multiple
precedingyears, toresultingin thediscoveries
volumesof illegallydiscovered
dumped waste
in therespective
The
white area
bar graph
preceding years,
in theof major
volumeswhichof illegally
dumped inwaste
therespective
years.
The
the barbar graphcorresponding
to theresulting
2006 Chiba
Citydiscoveries
incident indicatesan incident
was discovered
1998inbut
wasreported in
2006.
Thewhitewhite area
area ofof thegraphcorresponding
2008Chiba
Tado-cho,
Kuwana City
incidentan
indicates
incident
which
was discoveredin but2006
butreported
was reported
in 2008.
corresponding
to tothethe2006
City incident
indicates
incidentanwhichwasdiscoveredin 1998
wasin 2006.
TheThewhite area of the bar
white
area
of the bar graphto the 2010
Hino-cho,Prefecture
incident
indicates
an incident
which wasin
discoveredin was2009
but was in 2008. The
graphcorresponding
to corresponding
the 2008 Tado-cho,
KuwanaCity Shiga
incident
indicates
an incident
which
was discovered
2006 butreportedreportedin 2010.
white areaof the bar graph corresponding to the 2010 Hino-cho, Shiga Prefecture incident indicates an incident which was discovered in 2009 but was
Asreported
for 2015,
inincidents
2010. of Koka city, Shiga Prefecture and Ube City, Yamaguchi Prefecture, and Kuji City, Iwate Prefecture are reported as major incident.
3. Theacid incidents
pitch were ofnotincludedthis study
and areandcoveredAssulfuric
for 2015,
Koka
city,inShiga
Prefecture
Ube separately.
City, Yamaguchi Prefecture, and Kuji City, Iwate Prefecture are reported as major incident.
4. Ferosilt dumping incidents were not included in this study. 720,000 tons of Ferosilt were sold and used as backfilling material since August 2001, but it
3.
The sulfuric acid pitch were not included in this study and are covered separately.
was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
4.
Ferosilt
dumping
incidentsinwere
not includedin this study.
tons ofFerosilt
were soldinandused
as locations.
backfilling material since August 2001, but it
Illegaldumping
was confirmed
45 locationsin 4 prefectures,and720,000
Ferosilt removalhasbeen completed
all ofthese

was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.

Illegal are
dumpingwaslocations in 4 prefectures, and Ferosilt removal has been completed in all of these locations.
* Amounts
rounded,so confirmed
totals may in
not45
match.
* Amounts are rounded, so totals may not match.

Source: MOE website (Tentative Translated by Eco-Mo Foundation)

19

Amount dumped（1,000 tons）

1,400

3.6
2017
（Year）

0

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector
1 Promotion of global warming countermeasures（1）Transport sector countermeasures
The amount of carbon dioxide emitted by the transport sector in 2016 was 3.9% greater than the amountemitted in 1990, but emissions volume has been decreasing since 2001. In order to ensure that this decrease
continues steadily, the MLIT is promoting comprehensive measures such as automobile and road traffic
measures, logistics efficiency improvements, and promoting the use of public transport.

●Global warming countermeasures of MLIT
Transport Sector* Promotion of next-generation
vehicles (hybrid automobiles, etc.)* Regulatory review in relation to fuelcell vehicles* Promote dissemination of
ecological driving, etc.

* Development of arterial road
networks such as ring roads,
grade separation of intersections* Develop bicycle friendly environments* Promotion of ITS, etc.

Measures for individualvehiclesEnvironmental considerationin driving

Measures for traﬃc ﬂow

Vehicle and road traﬃc measures

Other

Enhancing energy
eﬃciency
in railroads,
ship andaviation

Create transport systems
with minimal environmental impact

Optimizing
logistics* Improve eﬃcency of truck transport* Modal shift to railway and ship
* Reduce overland transport distance ofinternationally shipped container cargo* Promote energy conservation in the port area, introductionof the facilitation and utilization of renewable energy

Promoting the useof publictransport, etc* Improve the convenienceof railway and bus usage* Promote ecologicalcommutingSource: MLIT (Tentative Translated by Eco-Mo Foundation)20

1 Promotion of global warming countermeasures①Promotion of individual automobile measures

The automobile sector accounts for a large share of the energy consumed by the transport sector, so

individual automobile measures have been implemented, including further improving fuel efficiency throughthe world’s leading fuel efficiency technologies and measures to promote the use of automobiles with superiorfuel efficiency and the use of clean energy vehicles.

■Fuel efficiency improvements through Top Runner Standards○The Energy Saving Act and fuel efficiency standards (Top Runner Standards)

Improving automobile fuel efficiency is extremely important to reduce automobile CO 2 emissions andpromote global warming countermeasures. In order to promote the improvement of automobile fuel efficiency,
fuel efficiency standards (Top Runner Standards* ) have been established based on the Act on the Rational
Use of Energy (Energy Saving Act).
As a result, automobile manufacturing industry members (automobile manufacturers and importers) are
required to improve fuel efficiency performance such that the average fuel efficiency of vehicles sold(determined by taking the weighted harmonic average of automobile fuel efficiency values) does not fall below
standards set for each company based on their vehicle sales composition. Furthermore, it requires that they
post fuel efficiency related information so that automobile users can select automobiles with superior fuelefficiency, and the fuel efficiency values are listed in the product catalogs of individual automobiles.
* Top Runner Standards: Standards based on the currently commercially available automobiles with thehighest fuel efficiencies, taking into consideration future technological advances○Fuel efficiency standards
In March 1999 fuel efficiency standards for 2010 were formulated for passenger and small cargo vehicles,
based on the Top Runner Standards concept.
In March 2006 the world’s first heavy duty vehicle (truck, bus, etc.) fuel efficiency standards were
formulated, with a target year of 2015.
In July 2007 new fuel efficiency standards were formulated for passenger vehicles. These new standards
aimed for a 23.5% improvement in fuel efficiency (versus 2004) for passenger vehicles by 2015.
In March 2013 new fuel efficiency standards were created for passenger vehicles, aimed at 2020, requiring
fuel efficiency to be improved by 24.1% versus actual 2009 figures, assuming a shipped vehicle composition
equivalent to that of 2009. Furthermore, in July 2015 fuel efficiency standards for 2022 were formulated forsmall cargo vehicles, based on the assumption of equivalent shipment volume as in 2012, requiring them to be
26.1% more fuel efficient than vehicles sold in 2012 (based on actual 2012 vehicle fuel efficiency).
○New fuel efficiency test method
In conjunction with the new 2015 fuel efficiency standards, the method for testing fuel efficiency was revised
to more closely approximate actual driving conditions. In the past, 10-15 mode driving was used to test fuelefficiency, but this was changed to JC08 mode driving.
Under JC08 mode, driving is performed using a greater number of speed changes to reflect actual driving
conditions. It also includes measurement methods under which vehicles are started with cold engines, inaddition to starting with warmed up engines.

21

区分（車両重量㎏）～1080 1081
1196～
【小型バス（乗車定員11人以上かつ車両総重量3.5t以下の乗用自動車）】
目標年度：２０１５年度 測定方法：ＪＣ０８モード～1195
ＭＴ燃費基準値（km/L）
17.1
区分（燃料） ガソリン 軽油 18.5
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
燃費基準値
8.5
9.7
（km/L）
Ⅲ．Measuresin Response to Major Environmental Problems of the Transport Sector
中量貨物車（ガソリン）区分～1310 1311
1421
1531
1651
1761
1871～
（車両重量㎏）～1420 ～1530 ～1650 ～1760～1870【路線バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】
目標年度：２０１５年度
測定方法：重量車モード
The構造Ａ
World Light
VehicleTest
Procedure(WLPT)was establishedat the UNECE World Forum for
14.2
ＭＴ
区分
3.5～8 ＡＴ
8～10 13.3
10～12 12～14 14～燃費基準値（km/L）
12.7（車両総重量ｔ）
Harmonization
ofＭＴ
Vehicle(WP29),March 2014. In October 2016 Japan added WLTP to
構造Ｂ１
11.9 Regulations
10.6
10.3
10.0
9.8held in 9.7
燃費基準値
燃費基準値（km/L）
ＡＴ
9.8
9.6
9.4
9.1
8.8
8.5
6.97
6.30 10.9
5.77
5.14
4.23
（km/L）
構造Ｂ２ as a method
ＭＴ
11.2of testing
10.2
9.9
9.7 gas 9.3
JC08 Modeexhaustemissions8.9and fuel efficiency for passenger vehicles.
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
【一般バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】 目標年度：２０１５年度 測定方法：重量車モード
区分
中量貨物車（軽油）区分3.5～6 6～8 8～10 10～12 12～14 14～16 16～（車両総重量ｔ）～1420 1421
1531
1651
1761
1871
1991
2101～
（車両重量㎏）
燃費基準値
～1530
～1650
～1760
～1870
～1990 ～2100
9.04vehicles
6.52
6.37
5.70
5.21
4.06
3.57
●Passenger（km/L）
構造Ａ又は構造Ｂ１
ＭＴ
14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
燃費基準値（km/L）
ＡＴ
13.1 passenger
12.8
11.5
10.8
10.3
9.4
[Gasoline
passenger vehicles,
dieselvehicles,11.3
and LP11.0
gas passenger
vehicles(withoccupancies less than 10 people or total vehicle
14.3 (passenger
12.9
12.6
12.0
11.3
11.2
11.1 total vehicle weight of 3.5t or less)] Target year: 2020
weight 構造Ｂ２of 3.5ton or less) ＭＴ
and minibus
vehicles12.4
with occupanciesof 11 ormore and【ガソリン乗用自動車、ディーゼル乗用自動車及びＬＰガス乗用自動車（乗車定員10人以下）並びに小型バス（乗車定員11人以上かつ車両総重量3.5t以下の燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
Measurement
method: JC08 mode or
WLTC mode
乗用自動車）】目標年度：２０２０年度
測定方法：ＪＣ０８モード（注）Category
区分～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101
2271～
軽貨物車・・・軽自動車である貨物自動車(Totalvehicle weight (kg))（車両重量㎏）～855 ～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100 ～2270
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
燃費基準値
Fuel
efficiency
24.6
24.5
23.7
23.4
21.8
20.3
19.0
17.6
16.5
15.4
14.4
13.5
12.7
11.9
10.6
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
standard(km/L)（km/L）
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
Source: MLIT (Tentative Translated by Eco-Mo Foundation)①最大積載量を車両総重量で除した値が0.3以下となるもの。
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
●Trucks/Freightvehicles
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
[Gasoline
cargo vehicles and diesel cargo vehicles (total vehicle weight目標年度：２０２２年度
of 3.5t or less)] Target year:
2022 Measurement method: JC08 mode or WLTC mode
【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】
測定方法：ＪＣ０８モード
Category
区分(Total（車両重量㎏）
vehicle weight (kg))
Structure
構造Ａ A
Fuel
efficiency standard (km/L)
燃費基準値（km/L）

構造Ｂ B
Structure
Fuel
efficiency standard (km/L)
燃費基準値（km/L）
ディーゼル構造Ｂ
Diesel structure B
Fuel
efficiency standard (km/L)
燃費基準値（km/L）

ＭＴ
ＡＴ
ＭＴ
ＡＴ

～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101～
～855
～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100
28.1

25.0

22.7

20.8

18.5

21.0
20.4

20.4
19.8

19.9
19.2

19.4
18.7

16.7
16.3

16.9
15.1
14.7

13.9
13.5

12.9
12.5

12.1
11.7

11.5
11.1
16.8
14

11
10.6
15.9
13.7

10.2
15.2
13.5

14.6
13.3

13

(Note)（注）
Structure
A: Vehicles with structures matching ① , ② , or ③ below.
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①
Maximum carrying capacity divided by total vehicle weight is 0.3 or less.
①最大積載量を車両総重量で除した値が0.3以下となるもの。
The same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle by②②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
a当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
fixed roof, window glass, or other partition.
③③運転車室の前方に原動機を有するもの。
There is an engine in front of the driving cabin.
構造Ｂ・・・構造Ａ以外のものをいう。
Structure
B: Vehicles to which none of the above apply.
[Trucks,etc. (freight vehicles with total vehicle目標年度：２０１５年度
weights exceeding 3.5t)]
Target year: 2015 Measurement method: Heavy duty vehicle mode
【トラック等（車両総重量3.5ｔ超の貨物自動車）】
測定方法：重量車モード
区分
Category(totalvehicle weight (t))（車両総重量ｔ）

3.5～7.5(Maximumcarrying capacity t)（最大積載量t）

～1.5

1.5～2

2～3

3～

燃費基準値
Fuel efficiency
standard（km/L）(km/L)

10.83

10.35

9.51

8.12

【トラクタ（車両総重量3.5ｔ超の貨物自動車）】
区分
～20
20～
（車両総重量ｔ）
燃費基準値
3.09
2.01
（km/L）

7.5～8

8～10

10～12

12～14 14～16 16～20

20～

7.24

6.52

6.00

5.69

4.04

目標年度：２０１５年度

4.97

4.15

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

測定方法：重量車モード■Measures for developing and promoting the next-generation vehicles

Because Japan’s overall CO2 emissions, the transport sector occupies around 20% and around 90% of that isemissions from automobiles, the raising of fuel efficiency and emission performance in automobiles is
extremely important.
In order to promote environmental conservation, starting with the reduction of CO2 emissions, Japan’s
government designates electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, hybrid vehicles, clean diesel
vehicles and natural gas vehicles as“the next-generation vehicles”and is planning for their promotion.
Due to this, along with raising fuel efficiency through the establishment of standards and harmonizing
international technical standards, measures are being carried out to encourage the promotion of the nextgeneration vehicles, beginning with tax benefits and support systems.
Specifically, by establishing fuel efficiency standards based on the Energy Saving Act and requiring
automobile manufacturers to meet such standards, the promotion of highly fuel efficient automobiles, including
the next-generation vehicles, is being encouraged. Also, Japan is taking the lead in establishing international
standards for the next-generation vehicles, and this is expected to help expand such electric technologies aselectric cars and fuel cell vehicles, improve Japan’s automobile safety and environmental performance andstrengthen the breadth of international competition.

22

Examples of automobile taxes (Motor vehicle tonnage tax, automobile acquisition tax, light vehicle tax) *As of the end of 2018
Passenger vehicles

Heavy vehicles

1 Promotion of global 2015
warming
countermeasures
Eco-car tax
fuel eﬃciency standard
EVs, etc.
2015 fuel eﬃciency standard
2020 fuel eﬃciency standard
EVs, etc.
2018
reductions*1
2018
No Achieved Achieved +5%
+10%
+15%
*1
(motor vehicle
Achieved+5%+10% Achieved +10%
+20%
+30%
+40%
Motor vehicle
Taxincluding
exempt *3
tonnagetax
Furthermore,atax
benefits
systemforautomobiles
withexcellentenvironmental
performance,
tonnagetax /OutsideMain
Motor vehicle▲25％ ▲50％ ▲75％
Outside scope
scope
▲50%
▲75%
Tax exempt *3
Automobile
regulation*2 ▲25%
tonnage tax
Not taxed
automobile
acquisition tax
Automobile vehicles,
thenext-generationisbeing
establishedandeco-cartax
reductions
forgreater environmental
Outside
scope
Not
taxed
acquisition
tax)
▲20％
▲40%
▲60%
▲80%
acquisition tax

performance that exempt automobile acquisition tax and motor vehicle tonnage tax are being enforced inGreen tax
2015 fuel eﬃciency standard
2020 fuel eﬃciency standardorder
to encourage
2017 /promotion.
provision(vehicle tax)

2018

Achieved

+5%

+10%

+20%

Achieved

+10%

+20%

+30%

2017 / 2018

Reduction rate

Registered
Examples of automobile
taxes (Motorvehicle tonnage tax,
automobile▲75%
acquisition tax, EVs,
light
tax)
*As of the end of 2018▲50%
Outside scope
etc.vehicle*1▲75%
vehicleLight vehicle▲25%

Outside scope

Passenger vehicles

▲50%

▲75%

Heavy vehicles

Eco-car tax

2015 fuel eﬃciency standard*1“ EVs, etc.” refers: in the case of passenger2015
vehicles,to electricstandard
vehicles, fuel cell vehicles,
hybrid vehicles,
natural gas vehicles, and clean diesel passenger vehicles; in the case of light vehicle tax green taxEVs, etc.
fuel eﬃciency
2020 plug-in
fuel eﬃciency
standardEVs, etc.
2018
reductions*1
provisions for light vehicle tax,
to electric vehicles and natural gas vehicles; and in the case of heavy vehicles, to electric vehicles, fuel cell vehicles, plug-in hybridNovehicles,
and natural+5%
gas vehicles.
2018
Achieved Achieved
+10%
+15%
*1
(motorvehicleAchieved+5%+10%
Achieved
+10%
+20%
+30%
+40%
*2 For new inspections of new vehicle only, the main regulation rate is applied instead of the intermediary tax rate (excluding hybrid vehicles and lightmotorsMotorvehicle from 2017 onwards).
Tax exempt *3
tonnagetaxexempted
tonnage
tax vehicles,/
OutsideMain*3
For passenger
under
the
current
system,vehicleswhich
have
received
tax
exemptions
when
undergoingnewinspectionsofnewvehicle
will
be
from
taxes
for
initialandsubsequent
inspections
Motor vehicle▲25％ ▲50％ ▲75％
Outside scope
scope
▲25%
▲50%
▲75%
Tax exempt *3
Automobile
regulation*2 andtonnage
Not taxedin 2017 provided that they
have tax
satisﬁed tax exemption requirements
achieved the +40% fuel eﬃciency standard for 2020, and in 2018 provided
thattaxthat they have satisﬁed tax exemption requirements
andautomobile
acquisition
achieved the tax)
+50% fuelAutomobile
eﬃciency standard for Outside
2020. Forscope
heavy vehicles, thosewhich▲40%
have received
tax exemptions
when
undergoingnew inspections of new vehicles will be exempted from taxes for initial and
Not
taxed
acquisition
▲20％
▲60%
▲80%
acquisition tax
subsequent inspections.
*4 With regard to vehicles which have achieved 2020 fuel consumption standards, the deduction will be 50% only for those which have met the +20% 2015 fuel consumption standard.

Green tax
provision(vehicle tax)

2017 /
2018

RegisteredvehicleLight vehicle

2015 fuel eﬃciency standard
Achieved

+5%

+10%

+20%

2020 fuel eﬃciency standard
Achieved

+10%

+20%

Outside scope▲50%

Outside scope

▲25%

+30%

2017 / 2018

▲75%
▲50%

EVs, etc. *1

Reduction rate
▲75%

▲75%

*1“ EVs, etc.” refers: in the case of passenger vehicles, to electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, natural gas vehicles, and clean diesel passenger vehicles; in the case of light vehicle tax green tax
provisions for light vehicle tax, to electric vehicles and natural gas vehicles; and in the case of heavy vehicles, to electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, and natural gas vehicles.
*2 For new inspections of new vehicle only, the main regulation rate is applied instead of the intermediary tax rate (excluding hybrid vehicles and light motors from 2017 onwards).
*3 For passenger vehicles, under the current system, vehicles which have received tax exemptions when undergoing new inspections of new vehicle will be exempted from taxes for initial and subsequent inspectionsin 2017 provided that they have satisﬁed tax exemption requirements and achieved the +40% fuel eﬃciency standard for 2020, and in 2018 provided that that they have satisﬁed tax exemption requirements andachieved the +50% fuel eﬃciency standard for 2020. For heavy vehicles, those which have received tax exemptions when undergoing new inspections of new vehicles will be exempted from taxes for initial andsubsequent inspections.
*4 With regard to vehicles which have achieved 2020 fuel consumption standards, the deduction will be 50% only for those which have met the +20% 2015 fuel consumption standard.

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

In addition, for the next-generation vehicles, such as electric vehicles and plug-in hybrid vehicles that areused for commercial purposes, including buses, taxis and trucks, partial support for vehicle prices when they
are introduced is being carried out.
In particular, in regard to ultra-small electric mobility vehicles that are compact, agile, exceptionallyenvironmentally performative, are an easy means for moving around regional areas, and are for around one totwo passengers, the revising of the certification system was carried out in January 2018. Also, in May of thesame year a collection was publicly announced that includes a roadmap aiming for full-scale promotion andmass production at the“Seminar for Ultra-Small Mobility Vehicles Coexisting with the Region”.
Roadmap for the Promotion of Ultra-Small Mobility Vehicles
Phase

SafetyVehicle safety

Surrounding environment
Charging environment
Related systems (parking
environment, insurance
systems, etc)

2018

In view of the vehicleʼs small size
and its usage over short distances at
slower speeds,
easing of safety standard
applications, in response to thevehiclesʼ top speed, class and formof usage, will be examined at theCommittee for Vehicle Safety
Measures by the beginning of 2019.

Share information on successful
examplesrelatedto proﬁtability
Based on thevehicleneeds required
securenessin business
management.
by each usage
aspect andthe status
Throughsupport thatof vehicleﬁnancial
safety measures,
aim tocontributes
reductionof initialandcosts,
bring downto
theprice of vehicles
work
to control
operationalraise theirperformance
andrisks.
comfortability.
In order to ensure an environment
where charging can take place safely,
aim to propagate“ Charging Facility
Construction Guidelines” by the
beginning of 2019.
Share information on successful
examples related to proﬁtability

Examination of vehicle
safety measures

Up to 2017

Examination of vehicle
safety measures

2020~
Environment
set up

Discuss at the Committee
for Vehicle Safety Measures

2018

Work towards promotion(Vehicle development)

2019
Promotion & awareness raising

Work towards promotion

Roadmap for the Promotion of Ultra-Small Mobility Vehicles
Based on the vehicle needs requiredby each usage aspect and the status
Phaseof vehicle safety measures, aim to
Vehicle development
bring down the price of vehicles andPrice, performance, etc
raise their performance andIn view of the vehicleʼs small size
comfortability.
and its usage over short distances at
slowerInorderspeeds,
to ensure an environment
Surrounding environment easing of safety standard
where charging can take place safely,
Charging
environment
Safetyapplications,in responseto theaim to propagate“Charging
Facility
Relatedsystems (parking
Vehicle safetyvehiclesʼ top speed,
class and
form
Construction
Guidelines”
by theenvironment, insuranceofusage,
willbe
examinedatthebeginning of 2019.
systems, etc)
Committee for Vehicle Safety
Measures by the beginning of 2019.
OthersBusiness management
Financialsupport
Vehicle development
Price, performance, etc

Up to 20172019
Promotion & awareness raising
Examination for realization

2020~
Environment
Mass
set
up
production

Setup and examination ofCharging Facility
Discuss
at theCommittee
Construction
Guidelines
for Vehicle Safety Measures(Examination based upon the status of promotion)

Sharing examples that contribute toappropriate business management(Vehicle development)
Examination for realization
Enforcement of a subsidy system and tax breaksystemMass
production(May 2018) Committee summary
2020 Tokyo Olympics &Paralympics
Setup and examination ofCharging Facility
Source: MLIT (Tentative
Translated by Eco-Mo Foundation)
Construction Guidelines

23(Examination based upon the status of promotion)

Sharing examples that contribute to

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Promotion of environmentally friendly automobile usage“Eco-driving”has been positioned as an environmentally friendly automobile usage promotion measure. The

Eco-Drive Promotion Liaison Committee (National Police Agency (NPA), METI, MLIT, and MOE) formulated
the Eco-Driving Dissemination and Promotion Action Plan, and the Committee and related organizations areactively promoting these efforts.
In 2006 the committee proposed the“10 Tips for Eco-driving”, which outlined specific eco-driving efforts.
These recommendations were revised in 2012.
●10 Tips for Eco-driving

Accelerate
gently.

Maintain a steadyspeed and keep
your distance.

Slow down by
releasing theaccelerator.

Make appropriate
use of your air
conditioner.

Don’t warm up
or idle yourengine.

Plan youritinerary to avoid
congested routes.

Check yourtire pressure
regularly.

Reduce yourload.

Respect parking
rules andregulations.

Check the readings on
your fuel efficiencymonitoring equipment.

Source: The Eco-Drive Promotion Liaison Commitee24

1 Promotion of global warming countermeasures

ColumnDefinition of the levels and thestatus of initiatives regarding autonomous driving

In recent years, owing to technological innovation, initiatives toward autonomous driving are making
headway and attention is being focused on the trends.
In“Public Private ITS Initiative/Roadmaps 2017,”the Japanese government adopted the definitionof SAE International’s J3016 (September, 2016) as the definition for the levels of autonomous driving.
●Summary of the definition of autonomous driving (J3016)
Level

Summary

Main respondent tosurveillance for safe
driving

Driver carries out all or part of the driving tasks
SAE Level 0
No automatic driving

・The driver carries out all of the driving tasks

Driver

SAE Level 1
Driver assistance・The system carries out the driving subtask of either
front/back or left/right vehicle control

Driver

SAE Level 2
Partial automatic driving

・The system carries out the driving subtask of both
front/back and left/right vehicle control

DriverAutonomous driving system carries out all of the driving tasks
SAE Level 3
Conditional automatic
driving・T he system carries out all driving tasks (within
designated domain)・If continuous operation is difficult, the driver is
expected to respond appropriately to the system’s
requests for intervention

System(Driver, whencontinuous operation
is difficult)

SAE Level 4
Advanced automatic
driving・The system carries out all driving tasks (within thedesignated domain)・If continuous operation is difficult, the user is notexpected to respond.

System

SAE Level 5
Complete automatic
driving・The system carries out all driving tasks (not limited
to the designated domain)・If continuous operation is difficult, the user is notexpected to respond.

SystemSource: Home page of Prime Minister of Japan and the Cabinet(Tentative Translated by Eco-Mo Foundation)

MLIT has started an autonomous driving service
at semi-mountainous areas with Roadside-station(michi-no-eki) as the base. In semi-mountainous
areas with a super-aging population, a goal has
been set of introducing autonomous driving
services focusing on regional hubs such as
Roadside-station, and an experiment is being
carried out to verify the feasibility of securing theflow of both people and goods.
This experiment includes motor-driven carts
running on a designated route by sensing themagnetic force from the undergroundelectromagnetic induction line, and motor-driven
carts identifying the vehicle position based on GPS
and running on a designated route.

25●Example of a bus-type vehicle

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

ColumnEco-tires
In the past“high fuel efficient tires”publicized by tire manufacturers were tested by themselvesusing their own internal testing standards. This created a demand for a unified evaluation method andselectable indices which would be used to compare products. In December 2009 the JIS tire rolling
resistance testing method was established.
Based on this standard, The Japan Automobile Tyre Manufacturers Association formulated“High
fuel efficient tire promotion related labeling guidelines (labeling system)”in order to promote the useof these. This guideline went into effect in January 2010.
The labeling system applies to passenger vehicle summer tires sold as replacement tires by tire
retailers, etc. Tires within the following range are considered high fuel efficient tires.
Tire grading system

Unit (%)

Unit (N/kN)
Wet grip performance（G）

Grade

Rolling resistance coefficient

Grade     RRC≦6.5

AAA

155≦G

a

6.6≦RRC≦7.7

AA

140≦G≦154b

7.8≦RRC≦9.0

A

125≦G≦139c   9.1≦RRC≦10.5

B

110≦G≦124d10.6≦RRC≦12.0

CHigh fuel efficient tire performance requirements
Rolling resistance coefficient : 9.0 or less (Grade AAA to A)
Wet grip performance: 110 or greater (Grade a to d)●Example of Eco-tires LavelingIn the example below, the rolling resistance grade is AA and the wet grip performance grade isc, so the tire meets high fuel efficient tire standards.

(Eco-tires)

Source: The Japan Automobile Tire Manufacturers Association(Tentative Translated by Eco-Mo Foundation)26

1 Promotion of global warming countermeasures③Promotion of traffic flow measures

Smoother traffic flow increases driving speeds, which in turn produces greater effective fuel efficiency andreduces carbon dioxide emissions from vehicles. MLIT is implementing various traffic flow measures.
Specifically, these include the enhancement of arterial road networks, such as ring roads, which are effectiveat reducing the amount of traffic influx into central urban areas by providing alternate traffic routes, thecreation of multilevel intersections, the promotion of projects for continuous grade separation, etc., in order toeliminate unopened railroad crossings, and other initiatives for reducing traffic congestion in urban areas.
They also include the use of big data collected using ITS technology, the optimization of existing networks,
Also, in order to continue environmental development for encouraging bicycle usage and reducing the carbon
footprint of road facilities, LED road lighting is being installed.

■Strengthening the efficiency of distribution networks

In order to realize fast and smooth freight distribution, strengthen competitiveness on the world stage, andease traffic congestion, the ring highways around Tokyo, Osaka and Nagoya will be intensively developed andthe transport modal links between airports and harbors (distribution modal connect) will be strengthened.
Also, manpower-saving and streamlining of truck transportation will be promoted through the introduction of
double-connected trucks and the speed up of passing permission for special vehicles.

■Promoting efforts to smarter use roads with ETC2.0 service

Efforts to use roads more wisely will be promoted, such as pinpointing areas that are congestion bottlenecks

based on scientific analysis of bigdata that makes use of ETC2.0.

■Development and support of bicycle environments

Promote the development of bicycle by providing bicycle-lanes and encourage a modal transfer fromautomobiles to bicycles.

■Measures for railroad crossings that don’t open most of the time

Push forward the elimination of railroad crossings that don’t open most of the time and congest traffic.

■Reduction of road works

Enforce the reduction of road works through collaborative construction work, concentrated work, and thedevelopment of common ducts.

■Implementing LED road lights

Push forward the implementation of energy-saving LED road lights when the lights are newly constructed

or updated.

■Extending the lifetime of pedestrian overpasses

In order to extend the life of road stock, promote changing from post maintenance management, wherelarge-scale repairs are carried out after damage has become serious, to preventative maintenancemanagement, where repairs are carried out while the damage is still only slight.

27

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector④Improvement of freight distribution efficiency■Creation of sustainable logistics systems through collaboration between freight
owners and logistics operators○Green Logistics Partnership Conference
Promoting the creation of aGreen Logistics Partnership Conference（Facilitator: Takehiko Sugiyama, Express Highway Research
Foundation of Japan Director-General.）Established April 2005

greener overall logistics system
requires greater collaboration
between freight owners andOrganizers: MLIT, METI, Japan Federation of Freight Industries, JILSCollaboration: Nippon Keidanren

logistics operators, and the
expansion of sustainablelogistics systems for global

Members:

Logistics operators, freight owners, industry organizations, think-tanks,
research organizations, local agencies of the central government,
municipalities, individuals, others

warming countermeasures
improving productivity, etc.
The Green Logistics
Partnership Conference,launched in 2004 and composedof companies and organizations
united by this goal, strives toBusiness Promotion Committee

Policy Planning Committee* Overall Green Logistics Partnership
Conference management* Planning and proposal of policies
related to corporate awarenessbuilding and PR strategy, etc.

* Selection of good practice examples* Follow-up of subsidiary projects

Source: Green Logistics Partnership Conference (Tentative Translated by Eco-Mo
Foundation)

promote mutual understanding of the importance of the Green Logistics and improve coordination between
freight owners and logistics operators, in order to carry out modal shifts and improve truck transport
efficiency.
As part of these activities, the Joint Guidelines on the
Method for Calculating CO2 Emissions by the Logistics Sector(Ver. 3.0) (METI, MLIT) were formulated. These guidelines
establish a unified method of calculating carbon dioxide
emissions by the logistics sector, and can be used by bothfreight owners and logistics operators for smoothercollaboration. They make it possible to objectively evaluate theeffectiveness of individual measures. Each year theorganization gathers proposals from its members regarding
specific Green Logistics Partnership implementation projects
in order to promote measures for reducing CO2 emissions.
Particularly successful good practice example projects
involving logistics operators and freight owners engaging in
partnerships to reduce CO2 emissions, to create sustainablelogistics systems for improving productivity, etc. arerecognized by MLIT Minister awards.

(Pamflet of The Joint Guidlines on the Method for
Calculating CO2 Emissions)
Source: Green Logistics Partnership Conference28

1 Promotion of global warming countermeasures■Promotion of modal shift and increased efficiency of freight distribution○Enhanced coastal shipping competitiveness and modal shift to sea transport
The MLIT is engaged in efforts aimed at strengthening

平成 29 年度

the competitiveness of the coastal shipping industry andエコシップ・
モーダルシフト事業
優良事業者の募集

promoting a modal shift to sea transport.
As part of these efforts it is implementing the Eco-Ship
Modal Shift Project, which promotes modal shift by selecting
companies which contribute to modal shift by using somedegree of sea transport, and permitting those companies to

平成 20 年、モーダルシフトの推進を目的にスタートした「エコシップマーク
認定制度」は今年で 10 年目を迎えます。これまで 200 を超える事業者が“エコシップマーク”の認定を受け、環境にやさしい企業としてイメージアップに役立てています。
平成 29 年度も引き続きモーダルシフトに貢献する荷主企業および物流事業者を募集いたします。

use the Eco-Ship Mark. As part of this project, the Eco-Ship
Modal Shift Project Executive Committee has implemented
an Eco-Ship Mark certification system (the Eco-Ship MarkRORO 船

コンテナ船

長距離フェリーindicates that a company is contributing to environmental
efforts by using sea transport). Since August 2018, 146
freight owners and 164 logistics operators have received
Eco-Ship Mark certification. Eco-Ship Mark certified
companies are also selected to receive MLIT Maritime
Bureau Chief awards.
平成 29 年度
募 集 期 間

平成29 年11月1日（水）開始

第一次締切
第二次締切

平成 30 年 1月 31日（水）平成 30 年 3 月 31日（土）国土交通省海事局 エコシップ・モーダルシフト事業実行委員会
http://www.ecoship.jp(Poster of invitation for Eco-Ship Mark certification)
Source: Committee for Implementation of Eco-Ship
Modal Shift Operations

29

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○ Project to encourage the network-type carbon ● Overview of Project to encourage the network-type
carbon footprint reduction of railway transport systems

footprint reduction of railway transport systems

Promoting systematic eﬀorts to reduce energy usage and carbon production,
making entire rail lines environmentally friendly

Railroads are essential parts of the daily lives
and economic activities of the people of Japan. It is

Examples of rail measures (image)vital that they will be capable of maintaining

Power storage
devicesregular operation even in the event of emergency

Interior LED
lighting

situations such as power restrictions. Implementing

Accumulation ofelectricity
regeneratinon brake(when no othertrain nearby)

Power Supply (Arrival of Train A)

Power storagecar

Power regenerationand carbon emissions from rail lines, which are

Braking

Power line

Charging

cutting edge efforts to reduce energy consumption

VVVF inverter with
S iC Semiconductor
ElementPowerdevicesPower
storageused by about 70 million people a day, contributes
to greater societal energy conservation and

Accelerating
Train Aenvironmental awareness. The MLIT is

Train B

Train station

Power storage car

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

implementing Project to encourage the network-type carbon footprint reduction of railway transport systems,
supporting rail operators who are implementing systematic efforts to reduce power consumption and carbon
emissions for entire rail lines by using renewable energy in train stations and train control centers andinstalling energy saving facilities for efficient energy usage. Through this support, the project promotes
reductions in energy usage by rail lines and the adoption of carbon emissions reducing technologies.
○“Eco Rail Mark”system promotion and expansion
The“Eco Rail Mark”was established in 2005 to certify
companies and products which are proactively working
to achieve low environmental impact rail freighttransport. By supporting companies and products
certified with the “Eco Rail Mark”, awareness ofenvironmental impact reduction efforts increases, among
freight owner companies such as manufacturers, as well

Source: RFA

as consumers, with the goal of promoting a corresponding
modal shift to rail freight transport. The MLIT and Railway Freight Association (RFA) are striving to further
promote and expand the“Eco Rail Mark”. As of September 26, 2018 there are 181“Eco Rail Mark”productcertifications for 206 products, 87 certified companies, and 36 certified supporting companies.
○Promotion of comprehensive reductions in carbon emissions by ports
Port areas have large concentrations of cargo and ●Comprehensive reductions in carbon emissions
passenger vessels, function as sites of industrial activity

in ports

where land and sea freight distribution systems meet,and produce large amounts of greenhouse gasses.
MLIT is striving to effectively reduce these emissions.
Specifically,“CO2 Emission Source Countermeasures”
are being carried out that include introducing offshore
wind power generation, reducing the carbon footprintof such transport machinery as shipping vessels, cargohandling machinery and trailers, and introducing onland power supply facilities.

In addition, “CO 2Absorption Source Countermeasures”are also being
encouraged through use of blue carbon ecosystems
30

Steel works
Development of rules forencouraging offshore wind
power generation

Cement factory
Development of marine
forests and tidal flatsthat effectively use
dredge soil and slag

Cargohandlingmachiner

Effective use of industrial waste(biomass power generation, etc)

Biomass power generation
Recycling of industrial waste(slags, coal ash, etc)

Electric transfer
cranesMarine forests
Scrap metal
Disaster waste(wood waste, etc)

Eelgrass bed

Energy saving, carbon footprint reducing andstreamlining of port and distribution activities(hydrogenation, complete-electrification, etc)

On-land power
supply facilities
LNG fuel ships

Internationalization andwidening of recyclable
resource transporting

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

1 Promotion of global warming countermeasures(marine forests, etc) that effectively use industrial by-product such as steel slag. By promoting these efforts, therealization of a world-first“carbon-free port”is being aimed for.
○With regards to the partial revision of the Act on Advancement of Integration and Streamlining of Freight
Distribution Business (Distribution Integration Efficiency Act), in order to increase distribution efficiency andreduce environmental impact, plans have been approved for a project aimed at integrating and improving theefficiency of advanced freight distribution facilities with a specified minimum scale (specified freight
distribution operation facilities) and other facilities. Roughly 300 projects have been approved since theestablishment of Distribution Integration Efficiency Act on October 1, 2005.
On October 1, 2016, a revision to the Act was enacted, requiring two or more parties to collaborate during
the implementation of projects. This revision was enacted in response to labor shortages in the distribution
field, with the aim of expanding modal shifts among support recipients and measures which do not requirejoint delivery, etc., specified distribution operation facilities.
Based on this, as of the end of December, 2018, 123 diverse projects, including modal shifts, joint delivery,and special freight distribution operation facility wait time reduction, have been approved, and measures havebeen implemented to achieve freight distribution labor savings, improve freight distribution efficiency, andreduce environmental impact.
In June 1, 2018, an initiative was launched for the first time in Japan for shared-business of collection anddelivery work of courier services within office buildings.

Distribution Integration Efficiency Act and labor savings
Overview of the Distribution Integration Efficiency Act

Example of Freight Distribution Integration Efficiency Act approval

Revision enacted October 1, 2016

<Example 1> Sea transport used for portion of trunk transport

Objectives

The system approves projects in which two or more parties
collaborate to integrate distribution operations (integratingtransport, storage, freight handling, and distribution processing)and make them more efficient (transport rationalization), contributing to environmental impact reductions and labor savings(distribution operation integration efficiency projects), andprovides support to approved parties.

Gunma Prefecture
manufacturer’s
factory

Afterconversion

Gunma Prefecture
manufacturer’s
factory→Corporate tax: 10% additional depreciation deduction (5 years)→Fixed property tax: 1/2 taxation base (5 years), etc.

• Consideration of facility location restrictions, etc.

→Consideration for permission to perform development in urbanization
control areas

Unmannedsea transport

Locationsin Kyushu

 Driver drive time 67% reduction• Drive time reductions contribute to reductions in drives involving overnight stays.

 CO2 reduction percentage: 78%<Example 2> Introduction of truck reservation reception system
into warehouse, dramatically reducing truck wait time andimproving efficiency of work within the warehouse
Truck reservation reception system

Main support measures① Project startup/implementation support• Plan formulation expense and operation expense subsidies, etc.
② Support for necessary facilities and equipments, etc.
• Special taxation structures for transport-linked warehouses(warehouses with truck arrival time reservation systems,
etc.)

Locationsin Kyushu
Oita Port

Overview of system

Beforeconversion

Shimizu Port

• Secure labor required for freight distribution operations• Reduce environmental impact,etc(operated by Company B)① Office makes unloading timeand berth reservations bycomputer by the day before
the reservation

Company A③ Office confirms reservations forthe following day④ Work plans are created basedon reservations

Company B(Chubu region warehouse operator)② Drivers check following day’s
unloading times and berths
via smartphone, etc.

(Chubu region truck operator)⑤ Work is carried out based on
work plans. Warehouse workers
perform work while checking
warehouse displays or tablet
devices, etc.

 The introduction of the truck reservation reception system improved
cargo receiving work efficiency, cutting wait times by 80%
 CO2 reduction percentage: 22.9%

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

31

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Promotion of the Green Management Certification System

In recent years there has been an increasing focus on environmental problems such as global warming andair pollution. Satisfying both environmental and economic concerns and creating a sustainable economic
society has become an urgent challenge. The Eco-Mo Foundation has created and distributed a green
management promotion manual containing checklists for self-assessment in order to promote environmental
conservation activities by transport related companies. This manual, based on the concepts of ISO14031 (aninternational environmental performance evaluation standard), contains checklist items for environmental
conservation items to be addressed, and descriptions of specific corresponding environmental efforts. This
makes it easy to set and evaluate environmental targets, thereby achieving greener management.
Green management consists of companies assessing their own environmental conservation efforts, using
promotion manuals as references in considering improvement measures based on the results of theseenvironmental conservation efforts, creating action plans which include these improvement measures, andimplementing them in order to achieve the improvements. This cycle makes it possible to implement
proactive, ongoing environmental conservation activities.
The MLIT is striving to promote this green management as a countermeasure against environmental
problems.
In order to promote green management, the Green Management Certification System was established in
2003. The Eco-Mo Foundation acts as the certification body under this system, objectively certifying andpublicizing environmental improvement efforts by companies, based on the green management promotion
manual. This produces greater understanding and motivation of the green management certified businesses
by other companies and users, with the ultimate objective of reducing the environmental impact of thetransport industry.

トラック運送事業におけるグリーン経営推進マニュアル

約

約
1.5〜3.4

2017年4月(Poster of Green Management certification System)

32(Manual of the Green Management Certification System)

1 Promotion of global warming countermeasures⑤Promotion of usage of public transport

Creating new railroad lines and new transport systems, and making rail and bus transport more convenient,contribute a shift in passenger transport from private cars to public transport, which has less of anenvironmental impact. This leads to reductions in automobile CO2 emissions, so various measures are being
implemented in order to achieve this shift.

■Establishment of the Basic Act on Transport Policy

The Basic Act on Transport Policy defines the basic philosophy underpinning transport related measuresin order to promote measures necessary for the national government to coordinate closely with local
governments and transport companies in implementing comprehensive and systematic measures from theperspectives of increasing international competitiveness and regional vitality, and ensuring preparedness forlarge-scale disasters. This act applies to the international transport, national transport, and regional transport
which acts as the infrastructure supporting Japan’s economic and social activities. The Basic Transport
Policy Plan which received Cabinet approval on February 13, 2015 stipulates 2014 to 2020 as the planning
period and, based on this Plan, transport policies are being promoted both comprehensively andsystematically.
In addition, the Basic Transport Policy Plan requires Cabinet Decision on the Transport Policy White Paperand the 2018 version of the Transport Policy White Paper was decided on by the Cabinet and reported to theDiet in June 2018.

交通政策基本法の概要(平成25年12月4日公布・施行 法律第92号）●Summary of the Basic Transport Policy Plan
Basic Principles(Article 2 〜Article 7)

Cabinet Decision/ Implementation of the “Basic Transport Policy Plan” (Article 15)<Public comments, inquiries to the council, etc.>

Basic Awareness (Article 2)○ Transport functions
・Securing independent living of citizens
・Active inter-regional and international exchange
・Smooth distribution of goods○ Adequate fulfillment of the basic transport demands of citizens

Securing and improving transport functions (Article 3)○ Coping with the ever declining birthrate andaging population while contributing to:・Achievement of enriched lives of citizens
・Reinforcement of international competitiveness・Enhancement of regional revitalization○ Adequately coping with large-scale disasters

Reduction of environmental load (Article 4)
Role division and cooperation ofvarious means of transport (Article 5)Securing of transport safety (Article 7)
Sufficient cooperation with transport safety
policies based on the Transport Safety Policy Basics Act

Duties of relevant parties of the national government,
local government and businesses(Article 8〜Article 11)
Collaboration and cooperation of relevant parties (Article 6, Article 12)
Legislative and financial measures (Article 13)

National Policies (Article 16〜Article 31)【Realization of the enrichment of citizens’lives】○Securing means of daily transport (Article 16)…Consideration toward the various conditions of local regions such as remote islands, etc.
○Smooth mobility for the elderly and the disabled (Article 17)…Consideration toward expectant and nursing mothers, baby strollers, etc.
○ Improved convenience, facilitation, efficiency of transport (Article 18)…Achievement of regularity and smooth transfer, etc.

【Reinforcement of international competitiveness】○Formation of international maritime and air transport network and base and increased accessibility (Article 19)【Enhancement of regional vitalization】○Formation of a domestic transport network and base (Article 20)○Strengthening of foundation of transport-related business and human resource training (Article 21)【Coping with large-scale disasters】○Restraining of functional decline of transport and speedy recovery in the event of a large-scale disaster(Article 22)…Improvement in earthquake resistance, securing of alternate means of transport, smooth evacuation of large numbers of people【Reduction of environmental load】○ Improvement in user-friendliness of eco-cars, modal shift and public transport system (Article 23)【Appropriate role division and cooperation】○Improvement in a comprehensive transport system (Article 24)…Prioritized improvement with consideration
to transport demand and deterioration due to aging○Promotion of urban development, collaboration with tourism,collaboration and cooperation among relevant parties(Article 25〜Article 27)○Investigative research (Article 28)○Development and dissemination of technology (Article 29)…ICT utilization○Establishment of an international collaboration and promotion of international cooperation(Article 30)…Standardization, overseas development of transport infrastructure○Reflection of citizen’s opinion (Article 31)

Annual report to the National Diet (Article 14)

Policies of local governments (Article 32)
Source: MLIT (Tentative Translated by Eco-Mo Foundation)

33

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

Overview of the Basic Plan on Transport Policy[Social and economic changes addressed by this plan]

Measure objectives

National measures
stipulated
Basic approachin the Act（1）Highly unique regional regeneration amidst Japan's rapidly shrinking and aging population （2）Increasing globalization （3）Imminent
large-scale disasters and deteriorating infrastructure （4）Global environmental problems （5）Developments in technological innovationsuch as dramatic advances in ICT （6）Recovery from the Great East Japan Earthquake （7）2020 Tokyo Olympics and Paralympics

B. Creation of international and inter-

A. Creation of easy to use
transport which contributes
to the rich lives of citizens

regional passenger transport anddistribution networks which can serve as
infrastructure for growth and prosperity

C. Creation of sustainable,safe, secure transport
infrastructure

Securing Means of Transport Indispensable for Daily
Lives（Article 16）
Policies for Smooth Movement of Elderly Persons,
Persons with Disabilities, Pregnant Women（Article 17）
Improvement of Convenience, Smoothing and Eﬃciency
of Transport Services（Article 18）
Promotion of Policies from the Viewpoint of Town
Planning（Article 25）

Policies Necessary to Enhance International
Competitiveness（Article 19）
Policies Necessary to Improve Vitality in Local Areas（Article 20）
Promotion of Policies from the Viewpoint of
Achievement of a Tourism Nation（Article 26）
Promotion of Security of International Coordination andInternational Cooperation（Article 30）

Sound Development of Transport Undertakings andOther Transport Related Undertakings（Article 21）
Policies Necessary to Mitigate Deterioration of
the Functions of Transport and the Quick
Recovery from the Deterioration in the Event of a
Large-Scale Disaster（Article 22）
Policies Necessary to Reduce the Environmental
Load Associated with Traﬃc（Article 23）①Preparation for large-scale disasters andresponse to infrastructure deterioration②Additional support for diverse transport
services based on regional conditions③Greater implementation of barrier-free
eﬀorts④Further improvement of passenger andtransport service levels①Enhancement of the competitiveness ofJapan's international transport network②Expansion of ﬂow of people and goods
between regions③Enhancement of eﬀorts in conjunction
with tourist facilities with aim ofreaching 20 million international tourists④Global deployment of transport
infrastructure and services utilizing
Japanese technologies and expertise①Preparation for large-scale disasters andresponse to infrastructure deterioration②Strengthening of the infrastructuresof transport related businesses andensuring of stable and safe operation③Securing and training of transportpersonnel④Greater implementation of environmental
measures such as further reductions incarbon emissions and energy usage

National measures stipulated in the Act

Responsibilities of and coordination between
parties involved（Articles 8 to 12, 27）
Development of Comprehensive
Transport System（Article 24）
Research and Study（Article 28）
Development and Dissemination ofTechnology（Article 29）
Measures to Implement Policies from theViewpoint of Citizens, etc.（Article 31）

Items of special note when implementing measures①Provide appropriate follow-up and implement measures focused on perspectives of citizens
and users②The national government, local governments, businesses, users, community residents, andother related parties bear their own individual roles and responsibilities, and must
coordinate and collaborate with each other③Use technological advances to achieve innovation, such as leveraging data by utilizing ICT, etc.
④Implement eﬀorts with focus on 2020 Tokyo Olympics, Paralympics, and beyond

Source: MLIT (Tentative Translated by Eco-Mo Foundation)34

1 Promotion of global warming countermeasures■Measures for promoting rail use
The MLIT provides support for efforts byrail operators to promote the use of urbanrail, achieve greater speeds on existingarterial railroads, achieve greater speeds on
freight rail lines, convert freight rail lines
into passenger rail lines, smoothinterconnections, make comprehensive
improvements to railway stations, andimplement barrier-free measures in railway●Measures for Enhancement of Service and convenience◆Arterial railroad, etc. vitalization projects
・Conversion of freight rail lines to passenger rail lines,
Osaka outer loop line (Shin-Osaka to Hanate)◆Rail station comprehensive improvement projects
J R East Kannai Station, Keikyu Corporation Kanazawa Hakkei
Station, Hankyu Corporation/Keifuku Electric Railroad Saiin Station,
Sagami Railway Ebina Station, Tokyu Electric Railroad Ikegami
Station, Odakyu Electric Railway Chuorinkan Station◆City railroad convenience promotion projects
・Speed improvements - Sotetsu / JR through line (Nishiya Station Yokohama Hazawa Station area), Sotetsu / Tokyu through line
(Yokohama Hazawa area - Hiyoshi)

stations, etc.
It is also collaborating with rail operators in the“Eco Rail Campaign”,
promoting the use of rail transport as an handy environmental action.
Support for the establishment of next generation streetcar systems (LRTs*),
which are increasingly in the spotlight, is being provided as part of the
Ministry’s project of emergency measures for creating environments to accept
foreign visitors.
* LRT: Short for“Light Rail Transit”.These next generation streetcar transportsystems use low-floor trams (LRVs), improve their track and stop to(Campaign for eco using railways)
Source: MLIT (Tentative
Translated by Eco-Mo
Foundation)

provide easy boarding and unboarding, punctuality, travel speed,
comfort, and other features.
●Overview of LRT systems

Overview of LRT systems
What is LRT（Light Rail Transit）?

Features

LRT is an improvement on the driving areas, carriages, and other aspects of conventional streetcars, eﬀectively
utilizing existing road, rail, and other infrastructure. It is a public transport system which is friendly to people and to
the environment, providing greater speeds, punctuality, and transport capabilities. It is gaining greater attention
for its barrier free access and environmental friendliness, contributing to the restoration of urban and regional
areas by vitalizing central urban districts.

●High speeds and punctuality levels* LRT oﬀers high speeds and high levels of punctuality through hight performance
carriage, the use of dedicated tracks, partial grade separation, signal
prioritization, fare payment system improvements, and more.

Driving area(right-of-way)
Automobiles
canphysicallyenter thetrack area䋻

●Town planning eﬀorts* Installation of LRT as a town symbol to create lively center* Can be installed in conjunction with other town planning measures
such as development of station plaza and conversion of adjacentstreets into transit malls, creation of park & ride parking lots,
development of public facilities along the line, etc.

Toyama Light Rail Toyama Ekikita area
Tracks and road are separated by a curb divider

Uniﬁedappearance* Tracks
and road
areseparated* Priority
signals
are usedэdesigned
to match
local
scenery●Environmentally-friendly●Suﬃcient transport capacity* In addition to providing the environmentally friendly streetcar feature of
producing CO₂ emissions less than automobiles, LRT systems also reducenoise and vibration through the use of resilient wheels and vibration control
Fukui Railway city tracks,
tracks* High freguency and articulated carriage are combined appropriately toensure suﬃcient transport capacity

Normaltrack

Approx. 150
people（Five-car:
Hiroshima
Electric
Railway train）

䋻

Vibration
control
track

87dB 䋻 76dB

[Noise comparison]
Measured at a distance of 7.5m
from the center line between tracks,
䚸 ground,at a height of 1.2m above
for an LRT travelling at 40km/h

䋻●People-friendly* Low carriage ﬂoors, boarding and disboarding slopes, etc., eliminate height diﬀerencesand ensure ease in transferring to other means of transport

Height diﬀerence makes
steps necessary

Fukui Ekimae area
Uses embedded tracks
to reduce noise and vibration

Track structure

Train transport capacity（maximum capacity）
Approx. 90
people（Single-car:
Hiroshima
Electric Railway
train）

Train

Conventional
designCO₂ emissions
CO2 emissions per person㍺㏦ே䜻䝻䛒䛯䜚䛾䠟㻻㻞᤼ฟ㔞䠄䡃䠅
㍺㏦ே䜻䝻䛒䛯䜚䛾䠟㻻㻞᤼ฟ㔞䠄䡃䠅perkilometer transported（g）

Floor heightPrivately
owned car

780mm 䋻 330mm

Minibus
LRT
streetcar

㻝㻤㻤
㻥㻠
㻟㻢

Train can be boarded directly fromplatform, with no height diﬀerence

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

35

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems

In May 2014 a revision to the Basic Act on Transport Policy was issued, and enacted in November of thesame year.
Also, the August 26, 2015, the Revised Act on Revitalization and Rehabilitation of Local Public Transport
Systems and Japan Railway Construction, Transport and Technology Agency Act (Act No. 28 of 2015) createda system for funding, etc., projects for improving certified rail transport, etc.

●Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems
Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems(issued in May 2014)○Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems (issued in May 2014, enacted in November 2014)
Maintain and improve regional societal vigor in the face offull-ﬂedged population reductions

Basic scheme of the Revised Act on Revitalization
and Rehabilitation of Local Public Transport Systems

Key Points

Conceptual image of reconstruction of public transport
integrated with compact city development

Current situation

Every bus route has
a only low-frequency
rate of service

Diﬀusedurban zones

National government formulates policy, taking
coordination with town planning into consideration

Basic policy①Rebuild with a focus on local goverments②Integrate with community development③rebuild an areawide public transport network■Coordination with town planning in order to produce compact cities■Rebuilding of areawide public transport networks for entire regions
Local public transport reorganization speciﬁc program
Local public transport
reorganization projects

Private cars are theprimary transport mode

Operators, etc., implement with thesupport of local public agencies in orderto rebuild an areawide public transport
network

CentralstationLocal public agencies holdcoordination council upon
consultation with operatorsand formulate plan

Local Public Transport
Network Formation Plan

Local public transport
reorganization
implementation projects

Base area

Tramway
inprovement
project(LRT development)

Rail businessrestructuring
project(Vertical separation)

Implementation
plan

Implementation
plan

Minister of Land, Infrastructure and Transport and Tourism certiﬁes plansand provides support for plan implementation
Transport
operator

Blank areas of
public transport
Dividends
Investment, etc.

Japan Railway Construction,
Transport andTechnology Agency

Formation of a circulatory
public transport
network in the core area

Attraction of
medical welfare
and other urban
Ｚ to thefacilities
base area
Attraction ofresidents to areas
along public
transport lines

Goverment

Restructuring of public transport
integrated with community development

Privatecompanies

Financial
institution
etc.

Dividends/ Investment/
repayments
funding
Dividends
Investment,
etc.
Monitoring /operation
supportNew company for
implementing local
public transport
network rebuilding
project (corporation)

Enhancement oftransport
services that link core areas
Hospital

Feeder transport
by community buses

Welfarefacilities
Town oﬃce

Development ofpedestrianspaces and bicycle
usage environments
Location Normalization Plan
Local Public Transport
Network Formation Plan

(LRT)
Developmentof transfer points
Introduction ofdemand-responsive
shared taxis

Integration

Successful
cycle

Source: Prepared by the MLIT based on the approaches taken in Toyama City,
Kumamoto City, Toyooka City, Sanjo City and elsewhere.

(BRT)(IC Card)○ Reviced Act on Vitalization and Rehabilitation of Local Public Transport
Systems and Japan Railway Construction, Transport and Technology
Agency Act◆Create a system for investment/funding, etc., via the Japan Railway Construction, Transport and Technology Agency by industrial investment in projects aimed at rebuilding
regional public transport networks which have received certiﬁcation from the Minister ofLand, Infrastructure, Transport and Tourism in accordance with the Act on Revitalization
and Rehabilitation of Local Public Transport Systems, and strengthen and diversify
support for this system.

Source: MLIT (Tentative Translated by Eco-Mo Foundation)36

1 Promotion of global warming countermeasures■Promotion of eco-commuting
There is a growing demand for a shift in means of transport, from the use of private cars to low carbon
dioxide emission measure, by promoting the use of public transport. In order to promote highly effective
measures which match both user side efforts and transport operator side efforts, a Conference on Promotionof Public Transport was held in March 2005, involving transport operators, members of the business sector,
and members of the government.
In November 2007 the“Eco-commuting Promotion Action Program through the Mobility Management
Project”was adopted to promote conversion from the use of private cars to public transport, bicycles and on
foot for commuting.
From June 2009 thereby promoting eco-commuting, the“Excellent Eco-Commuting Business Site
Certification System”was launched to certify businesses which voluntarily and actively promoted ecocommuting. As of the end of December 2018, 737 business sites have been registered.

What is "Eco-commuting"?
"Eco-commuting" is an approach that encourage company
workers to change their means of commuting from private
cars to public transport, bicycles and on foot.

Conceptual image

BeforeAfter
Rail stations,etc.

Homes,
company housings,
dorms, etc.

Homes,
company housings,
dorms, etc.

Commutertrains

・Traﬃc jams
・Deterioration insurrounding
environment
・Traﬃc accidents"Eco-commuting"CommuterbusesCompany
housings,
dorms, etc.

Ride sharing

Homes, etc.

Oﬃces, factories, etc.

Oﬃces,
factories,etc.

Bicycles

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

37

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Low Carbon City Promotion Act
It is important to build up a collection of success cases of rationalization of energy usage and urban andtransport carbon emissions reduction, promotive greater adoption and vitalize the housing market and local
economies, by promoting private investment in urbanization areas, etc. based on changes in energy supply
and demand triggered by the Great East Japan Earthquake and increasing energy and global warming
awareness among citizens.
The Low Carbon City Promotion Act was passed by the Diet in September 2012 and enacted in 2012
December of the same year. As of March 2019, 24 cities have created low carbon town plans. These plans arelisted on the MLIT website.
● Formulation of Low Carbon Town Plans (Cities, Towns, and Villages)* Low carbon town planning councils (local public agencies, private businesses, etc.) are established to perform consultation and coordination

Aggregation of urban functions○Aggregation of hospitals, welfare facilities, collective housing,etc.
Creation of private business certiﬁcation systems○Creation of consolidated parking facilities by private industry,etc.
Special provisions regarding mandatory provision of parking
facilities for new buildings○Pedestrian-friendly town planning(Improvement of sidewalks and bicycle paths, barrier freedesign, etc.)

Low carbon buildings○Advanced low carbon buildings /residences by private industry

Promotion of usage of public transport, etc.
○Improvement of bus routes, LRT, etc., implementation ofcooperative delivery
Special provisions for business laws covering buses, trains,etc.
○Automobile CO2 emissions reductions

Promotion of comprehensive green /energy management and utilization○Promotion of green space conservation and expansion by NPOs, etc.
Expansion of management agreement systems for forested areas, etc.
○Utilization of untapped sewage heatSpecial permission for sewage water intake by private industry○Installation of solar power generators, batteries, etc., in urban parks andportside areas
Special occupancy permissions

Source: MLIT (Tentative Translated by Eco-Mo Foundation)38

1 Promotion of global warming countermeasures⑥Promotion of Environmentally Sustainable Transport (EST)In order to reduce carbon dioxide emissions by the passenger transport sector, it is important to implement

measures to reduce the excessive dependence on private vehicles, which account for the majority of thesector’s emissions, and promote the use of public transport, etc. It is essential, when doing so, to employ
measures which reflect the local area’s features, and for measures to be driven by the community with thecollaboration of related parties.
In order to achieve this, the MLIT has implemented an“EST ●MLIT website “EST Database”
Model Project”, selecting areas which are implementing leading
efforts at achieving Environmentally Sustainable Transport(EST), and related ministries and agencies collaborate to provide
support in the areas such as promoting the use of public
transport, implementing measures to smooth automobile traffic
flow, promoting the use of low-emission vehicles, and promoting
awareness raising.
Over the three year period from 2004 to 2006, 27 areas wereselected as EST Model Project areas, and each area has
implemented three year model projects. related ministries andagencies are coordinating with each other, providing support andmaking information regarding the results of these projects
available in order to expand EST to a nationwide scale. As partof these efforts, the MLIT website provides an EST Databasewith the results of these model projects, sharing information

Source: MLIT website

about how to effectively implement EST activities.

●Promotion of Environmentally Sustainable Transport (EST)・Promotion of CNG bus
・Support for introducing low emission vehicles

・Implementation of PR activities
・Symposium, events, etc.

Source: MLIT “White Paper on Land, Infrastructure, Transport and Tourism in Japan” (Tentative
Translated by Eco-Mo Foundation)

39

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Regional EST Forum in Asia
The Regional EST Forum in Asia is a high level governmental policy discussion forum, jointly launched by
the United Nations Centre for Regional Development (UNCRD) and the MOEJ with the aim of achieving
Environmentally Sustainable Transport (EST) in the Asian region. Currently, there are 25 members countries(including Russian Federation) of the Forum. Participants include high level of government officials in chargeof environment and transport agencies as well as experts in areas of environment and transport.
At the 10th Anniversary Regional EST Forum in Asia hosted by the Government of Lao PDR in Vientiane
from 14-16 March 2017, the member states adopted the“Vientiane Declaration on Sustainable Rural
Transport towards Achieving the 2030 Agenda for Sustainable Development”, recognizing the important role
played by rural transport in the context of livelihood security and poverty alleviation. Some of the key
messages of the Vientiane Declaration include —⿝⿝ Rural transport remains a grossly neglected sector, yet sustainable rural transport is a key driver for
improving rural wellbeing, economic development, community empowerment as well as livelihood andfood security;
⿝⿝ Improved rural transport infrastructure and services are a key enabler to increased rural resiliency,
rural empowerment and rural socioeconomic transformation through poverty eradication, hunger
elimination, social integration, increased food security and improved supply chain logistics;
⿝⿝ Climate adaptive and disaster resilient transport investments in rural areas can help secure all-season
access to markets and essential services and prevent isolation of fragile or remote communities, thus
contributing to economic development and well-being;⿝⿝ Improved rural transport connectivity to wider local, national and regional transport networks is key toachieve economic growth in rural areas; and⿝⿝ It is important to explore innovative solutions to improve rural-urban connectivity; to improve and green
supply chain logistics (from producers to consumers); to achieve safe and sustainable rural access, among
others, are key to achieve sustainable regional development.
The 11th Forum was held in Ulaanbaatar, Mongolia from 2-5 October 2018. and the 12th Forum isscheduled to be held in the Socialist Republic of Vietnam in October 2019.
●The 11th Forum’s opening ceremony

Source: UNCRD

40

1 Promotion of global warming countermeasures■Comprehensive support for energy creation, storage and saving in towns,
residences and transport
Japan is facing unprecedented challenges, such as a shrinking and aging population, financial constraints,
intensifying international competition, and energy restrictions prompted by the increasingly severe global
environmental situation, earthquake and nuclear power plant disaster. In order to overcome these challenges
and create a brighter future for Japan, the MLIT is working as one to carry out“sustainable, vibrant nationaland regional planning”.“The creation of a low carbon, recycling-oriented society”is one new direction ofpolicy development, and is an essential part of creating a sustainable society.
In disaster-affected areas, Future Cities, and comprehensive special zones, regional local governments,
private businesses, and others are taking the lead in considering how to create a low carbon, recyclingoriented society. The MLIT is engaged in a wide range of fields closely tied to the economy and the lives ofcitizens. In these fields, the Ministry is providing comprehensive support for leading efforts by regions andbusinesses to create, store, and save energy in towns, residences, and transport by demonstraiting practicalcapabilities, responsive capabilities, and comprehensive capabilities.
The Ministry is also supporting the formation of advanced concepts by local governments and private
businesses for the creation of models tailored to city scales and local features, etc., in order to create, store,
and save energy in towns, residences, and transport.
●Planning supports for comprehensive support model creation for energy creation, storage and saving
in towns, residences and transport
2016

Implementing
RegionSponsor(Representative
Organization)

Rikuzen Takada
City,(IwatePrefecture)

Research
Institute for
Sustainable
Community

Kurobe City,(ToyamaPrefecture)

Kawabata
Tekko KK

Tamano City
(Okayama
Prefecture)

Unokotochi Co.,Ltd.

Saikai City,(Nagasaki
Prefecture)

Saikai City

Tsushima City,(Nagasaki
Prefecture)

Tsushima City

Co-sponsor

Title

Rikuzen Takada City,
Saneiwork Incorporated(Nippon TV group),
Furukawa Electric Co., Ltd.,
Okano Electronics Co., Ltd.

Revitalization concept for a new Rikuzen Takada City by means ofenergy creation, storage and conservation for disaster prevention
and transport infrastructure. – Aiming to build on the experienceand lessons from the earthquake disaster to create a sustainablecommunity –A sustainable Kurobe urban development concept by means of small
Geo Energy Co., Ltd.,hydroelectric generation and expansion of transport network.
I’ll Inc., Japan Asia Group Ltd.,– Aiming to achieve a city in which many citizens can receive theKurobe City
benefits of its abundant water resources –Concept of transforming central Tamano City into a high value-added
hub by means of energy creation, storage and conservation.
– Port city Tamano situated along the Seto Inland Sea where people
gather and interact –Saikai Junkan Initiative which enhances the unique qualities of sea,
hills and inlets.
– Carbon-free Park Land concept which promotes the creation,
storage and conservation of energy utilizing the features of the local
sea environment –“Tsushima Model” concept which utilizes local energy products forTokyo Institute of Technology local consumption with focus on hydrogen.
AES Center– Low-carbon transport model project focusing on renewable energyderived hydrogen –Source: MLIT (Tentative Translated by Eco-Mo Foundation)

2017
RegionIshikari City
(Hokkaido)

Omachi City
(NaganoPrefecture)

Sponsor(Representative
Co-sponsor
group)
Research
Society for
Practical Use of
Electric
Ishikari City
Systems that
Chubu University
Use Regional
LowTemperature
EnergyTitle

A concept for smart energy in the Ishikari Bay New Port area
- “Inexpensive electricity and cold/heat supplying from locallyproduced energy”

Omachi City

Shinano-Omachi Energy & Mobility concept- “A city made with water and where water is born”

Matsue City
(Shimane
Prefecture)

Society for
Considering Eco
x Universal
Matsue City
Town Planningfor Matsue

The next-generation town planning concept for Matsue; an eco x
universal international culture tourist city
- “Aiming to create a location enjoyable by everyone and with alow carbon footprint mobility network”

Yasuda Town
(KochiPrefecture)

Yasuda Town

Fukuoka City
(FukuokaPrefecture)

Sumitomo
Corporation
KyushuA concept of town planning that uses energy-creation, -storingand -saving infrastructure and that supports living in Yasuda- “The challenges for Yasuda, the town we live and continue tolive in”
A next-generation regional mobility concept that utilizes
hydrogen produced locally in the Fukuoka City region- “Aiming to raise the city’s charms further through usage of
locally-produced energy”

Sumitomo Corporation

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

41

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

ColumnGreen Slow Mobility
Based on the Paris Agreement that was concluded in 2015, the reducing of greenhouse gas emissions
to essentially zero by the latter-half of the 21st century is being aimed for within a global framework.
In Japan, in order to realize a low carbon society, efforts are currently being pursued to realize theunified improvement of the environment, economy and society by solving a number of economical andregional issues simultaneously through environmental policies.
At the MLIT, based on this concept of the unified improvement of the environment, economy andsociety,“Green Slow Mobility”is being promoted. Green Slow Mobility aims to solve varioustransportation problems in regional areas, such as the securing of transport where societal aging isadvancing and the development of new sight-seeing mobility for tourist attractions. Simultaneously it
also aims to spread low carbon mobility in regional areas.
Green Slow Mobility refers to electric vehicles that carry four passengers or over and can run on
public roads at under 20km per hour. The introduction of these vehicles is expected to solve a numberof transportation problems in regional areas and ensure low-carbon transportation.
Green Slow Mobility (GSM): Electric vehicles for 4 people or over that run
under 20km/hr on public roads【5 characteristics of GSM】
①Green･･･Electric automobiles with low CO2 emissions.
②Slow･･･ At less than 20km per hour they are perfect for tourist attractions.
③Safety･･･Safe through speed limitations. Also drivable by the elderly.
④Small･･･Their small size makes narrow roads navigable.
⑤Open･･･Their no-windows open-air design makes for a fun ride.

* Operational for route bus businesses, taxi businesses, and onerous passenger transportation with private vehicles.

Mini vehicles

Small-sized vehicles

Standard-sized vehicle

7-person

Wheelchair lifter
possible

16-person

4-person

Vehicles for special uses (8-license plate)
10-person

Wheelchair lifter
possible

4-person

10-person

Assistive vehicle type

【Usage scenarios】①For transporting regional citizens
１）Regions without buses２）Regions with aging societie３）Improving welfare for the elderly４）Converting from existing buses②As vehicles for tourists
１）Guiding at tourist sites２）Slightly-regular tourist buses３）Park-and-ride systems４）Usage at events

Wajima City

(Ishikawa Prefecture)

Unazuki Hot Springs,
Kurobe City
(Toyama Prefecture)

Ine Town(Kyoto Prefecture)

Oirase Gorge, Towada City
(Aomori Prefecture)

Kiryu City (Gunma Prefecture)③Short rides
From parking lots to facilities
Between facilities④Regional branding
As a ʻfaceʼ for the region

Himeshima Village

Toshima Ward, Tokyo (Ikebukuro)(Oita Prefecture)

Matsue City

(Shimane Prefecture)

Fukuyama City

(Hiroshima Prefecture)

Wazuka Town

(Kyoto Prefecture)

Yokohama City (Kanagawa Prefecture)

Source: MLIT homepage (Tentative Translated by Eco-Mo Foundation)42

1 Promotion of global warming countermeasures

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, in which people can use cars when they need them, without owning the cars, isgrowing in popularity worldwide. Over 1.3million people in Japan utilize in car sharing (according toMarch 2018 servey by the Eco-Mo Foundation).
In 2012 the Eco-Mo Foundation performed an evaluation of the effectiveness of car sharing at
reducing environmental impact. A survey of car sharers was carried out with the cooperation of five
major car sharing operators. The survey found a decrease of over 60% in the number of cars owned
per household after joining a car sharing scheme, a decrease of just under 40% in average annual
miles driven, and an average annual reduction in automobile CO2 emissions of 0.34t (45%). A reportcontaining detailed survey results and measures for popularizing car sharing in the future can befound on the Eco-Mo Foundation website.
●Change in average number of automobiles owned per household

0.5

0.45

N=489

0.4
0.3

0.17

0.2
0.1
0

Before car sharing

Present●Changes in annual total distance driven(km/year/household)
N=491

5,000

4,048

■ Car sharing■ Own car■ Rental car

4,000
3,000
2,000

2,563
586

3,445

1,377

1,000
0

602

600

Before car sharing

Present●Change in annual CO2 emissions from automobile use(t-CO2/year/household)
1.2
1
0.8

▲52.8%▲44.9%＋16.1%▲52.9%▲44.1%

0.6
0.4
0.2
0

Overall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

Beforecar
sharing

Note 1) Central Tokyo: Chiyoda ward, Minato ward,

Present

Chuo ward, Shibuya ward, Shinjuku ward,
Bunkyo ward, Toshima ward
Note 2) O s a k a , e t c : O s a k a P r e f e c t u r e , H y o g oPrefecture, Kyoto Prefecture, Aichi Prefecture,

N=491

N=112

N=194

N=140

Kanagawa Prefecture

N=42

43

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Energy Saving Act-based measures
The steady implementation of energy saving measures is an important challenge in tackling global
warming.
The Act on the Rational Use of Energy (the Energy Saving Act) seeks to rationalize the use of energy
based on operator’s decision criteria defined by the national government. Operators (specified operators)
using a specified amount of energy or more are required to report on their energy usage yearly, andformulate plans (medium to long term plan) (3-5 years) for rationalization of energy use. Transportationcompanies and shippers became applicable as of the April 2006 revision of the Act.
Furthermore, in looking towards the realization of the long-term energy supply-demand prediction (energymix) established in 2015, in 2018 the Energy Saving Act was revised in order to encourage even morestreamlining of energy usage, and businesses managing energy as one group and energy saving efforts
through collaborating businesses have become able to be assessed appropriately through regular reports due
to receiving authorization from the Minister of Land, Infrastructure and Transport.

Transport sector scope<Freight transport and passenger transport>

Freight transport

Carrier ＋ freight owner

Passenger transport

Carrier

Carriers(Freight, passengers)

Freight owners

Operators whose business istransporting freight and / or passengers(including in-house transport)

Businesses contracting freightcompanies for their freighttransporting, or businesses
which have substantially decided
their method of freight transporting(including in-house transport)

Truck delivery, buses and taxis, railroads, airlines,
coastal shipping, passenger ships, etc.

Speciﬁed carriers(544 as of the end of March 2018)

Speciﬁed freight owners

Must create and reporton energy saving plans(819 as of the end of June 2017)

Must create and reporton energy saving plans

Speciﬁcation conditions
On a company unit (single company total)
basis:
200 or more trucks and/or buses
350 or more taxis
20,000 tons or more of passenger ship and/or
coastal shipping total tonnage
300 or more railroad carriages
9,000 tons or more of maximum takeoﬀ weight
for aircraftSpeciﬁcation conditions
30 million ton-kms of annual transport ofown freight (freight transported in-houseand transport consigned to otheroperators)

Specified carrier designation status (total of 544 companies as of the end of March 2018)
Freight

No. ofcarriers

Passengers

Railway

Commercial
trucksPrivatetrucksShipping

Railway

Buses

Taxis

Shipping

1

279

78

33

25

93

22

11

44

Aviation

Total

2

544

1 Promotion of global warming countermeasures[Overview of determination criteria for carriers with respect to energy usage rationalization, etc.]
The following items are specified.
（1）‌From a medium- and long-term perspective, each carrier should set as a target an annual average
reduction of 1% or more in energy consumption rates or electrical demand equalization evaluation rates.
（2）Operators should formulate policies indicating their energy saving efforts, and appoint energy saving
measure administrators and establish promotion systems for energy saving measures.
（3）Carriers should strive to perform the following.
Measures to be Taken
Common・Enhance collaboration with freight owners and other carriers

Rail・Introduce energy saving trains
・Expand the size of universal containers and introduce freight trains capableof carrying large containers
・Secure a transport capacity which accurately matches transport demand by
adjusting the number of trains operated, etc.
・Perform appropriate train inspections and maintenance

Automobiles

・Introduce low-emission vehicles and high fuel efficiency tires
・Promote eco-driving through driver education and the use of digital drive
records and eco-driving management systems
・Promote increases in truck and trailer sizes in accordance with freight
volume・Perform cooperative delivery and improve loading rates through use of returncargo, etc.

Ships

・Introduce high fuel efficiency ships and low friction ship-bottom paint・Use on-land power supply systems
・Promote increases in ship sizes in accordance with freight volume
・Perform cooperative delivery to improve loading rates

Airplanes

・Introduce airplanes with superior energy usage efficiency
・Rationalize ground operation energy usage
・Promote appropriate equipment selection in accordance with freight volume
・Coordinate aircraft operation, such as by reducing ferry flight distances【Freight owner’s decision criteria】
From a medium- and long-term perspective, freight owners will aim for an annual average reduction of
1% in energy consumption rates or electrical demand equalization evaluation rates by implementing
measures such as those below :・Appointing energy saving measure officers
・Providing in-house training・Selecting environmentally-friendly cargo carriers (carriers who have obtained ISO14001 or green
management certifications)・Promoting modal shifts
・Shifting from the use of private trucks to commercial trucks
・Performing cooperative delivery with other companies
・Reducing redeliveries
etc.

45

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）International marine and air transport sector countermeasures■Introduction of international marine transport CO2 regulations
The Kyoto Protocol does not cover carbon dioxide emissions from international marine transport. Instead,this topic is considered within the deliberation scope of the International Maritime Organization (IMO). Japan
led an international framework for reducing carbon dioxide emissions, and in July 2011 adopted a revised
convention that introduced fuel efficiency regulations that apply universally to international marine transport,
applying equally to developed and developing countries.
In order to comply with this revised convention, in 2012 the Act Relating to the Prevention of Marine Pollution
and Maritime Disasters was revised, and regulations went into effect from January 2013. In order to increase theinternational competitiveness of Japan’s maritime industry, which possesses exceptional CO2 emissions reductionand energy-saving technologies, Japan is leading the development of an international framework which includes
phased enhancement of fuel efficiency regulations and a fuel consumption figure reporting system. In an IMO
meeting held in October 2016, through Japan’s leadership a treaty revision plan was adopted that introduces asystem for encouraging reduced greenhouse gas emissions from shipping via the“visualization”of separate
vessel’s fuel consumption records. Furthermore, in April 2018, based on a proposal from Japan, an IMO GHG
reduction strategy was adopted that was a world-first in committing to aim for zero GHG emissions globally within
this century in a single sector. In order to achieve the goal set out in this strategy, international negotiations forforming a new international framework were progressed at an IMO meeting held in May 2019, and also at thismeeting Japan submitted a concrete proposal. There is expectation in the leadership of Japan, a country with aprominent maritime industry, as we move towards realizing a practical international framework that is conpatible
with both contribution to countering global warming and the feasibility.

■International air transport sector greenhouse gas emissions reduction measures
With regards to greenhouse gas emissions reductions in the international air transport sector, theInternational Civil Aviation Organization (ICAO) has engaged in deliberations aimed at defining global reduction
targets ([1] annual fuel efficiency improvement of 2%, [2] prevention of total emissions from increasing from 2020
onwards), introducing new technologies, improving transport methods, utilizing alternative fuels, and creating a
Global Market-Based Measure (GMBM) system which utilizes market mechanisms.
held from September 27 to
October 6, 2016, and consensus
was reached regarding the
GMBM. From 2021 autonomously
participating countries will begin
implementing reductions ingreenhouse gas emissions bypurchasing emissions rights

International air transport
globalglobal
warming
countermeasures●International
air transport
warming
countermeasures
Past ICAO Assemblies (2010 and 2013) have decided on the following global CO2 emissions reduction targets
for international air transport, and have considered specific measures for achieving them
①Annual fuel efficiency improvement of 2%②No increase in total emissions from 2020 onwards
Methods for achieving targets① Introduction of new technologies(new models, etc.)② Air transport operation improvements③ Use of biofuels④ Use of market mechanisms(Emissions trading)� Shortfalls in measures ①
through ③ will be addressedwith a system that uses ④
market mechanisms
� The introduction of the system
and its specific contents will bedeliberated on during this year’s
ICAO Assembly

CO2(Mt)The 39th ICAO Assembly was

Without measures

Air

c
odu
Intr

Use of biofuels

Reductions throughintroduction of newtechnologies/air transport
method improvements

Reductions through useof alternative fuels andeconomic methods

Economic methods

2020 levelbased on the system, and fromJapan also needs to participate in measures,such as the market mechanism-based system

2010

2020

2030

2040

Conceptual image of international air transport CO2 emissions forecasts andemissions reductions targets* Based on ICAO materials as of 20162027 onwards participation will

Overview of system

be mandatory for all countries

The contents of the proposed system being deliberated on by the ICAO Assembly are as follows

except those with emissions

Period:levels below a defined threshold.

nts
me
ve
pro
d im
ls
tho
ode
me
wm
ort
f ne
sp
o
n
n
tra
tio

(Based on proposal built on the results of the August 26, 2016, board of directors meeting)

Scope:
Airline emissions
rights purchasing:
Forecast Japanese
airline burden(initial MLIT calculation):

2021 to 2026
2027 to 2035
Voluntary participation
Mandatory participation* Excluding countries with low emissions amounts, least developed countries, etc.
by individual countries
Increases in international air transport emissions from 2020 onwards to be allotted based onemissions by individual transport operators
However, from 2030 onwards, individual reduction efforts by airlines will be reflected in stages
The total for Japanese airlines is expected to rise in stages from slightly over a billion yen peryear in the first year of the system to several tens of billions of yen per year by 2035

Note: International air industry average annual growth rate: 5.3%, Japanese airline average annual growth rate: 4.6%, Emissions credit price: 6 to 20 dollars/ton in 2020, 10 to 33 dollars/ton in
2030, Exchange rate: 105 yen/dollar

Source: MLIT (Tentative Translated by Eco-Mo Foundation)46

1 Promotion of global warming countermeasures

ColumnEmissions trading system measures

The Japanese government has proposed a Joint Credit Mechanism (JCM) for international emissions
trading. With the end of the adjustment period for the first commitment period of the Kyoto Protocol(by 2015), countries not participating in the second commitment period cannot internationally transfer
or acquire Kyoto Mechanism credits.
Japan is operating and promoting the J-Credit Scheme for domestic emissions trading.

■Joint Credit Mechanism (JCM)
Japan has proposed the Joint Credit Mechanism (JCM) as a system for flexibly and rapidlytransferring technologies and implementing countermeasures in accordance with conditions indeveloping countries in order to contribute to global emissions reductions and absorption. Thismechanism quantitatively evaluates Japan’s contributions to greenhouse gas emission reductions andabsorption through usage and implementation of greenhouse gas reduction technologies, products,
systems, services, infrastructure, and the like. This is used to help Japan achieve its emission reduction
targets.
With the collaboration of host countries, the design of the mechanism will be further accelerated in
the future, the mechanism will be put into effect soon, specific, concrete projects will be implemented,
and the mechanism will provide transparency in order to contribute to UN discussions.

Japan

Host country

Leading low carbon technologies,
etc. and implementation of
mitigation actions

JCM Project

MRV* methodologies
will be developedby the Joint
Committee

MRV

Credits

Used to achieve Japan's
emission reduction target

Greenhouse gas emission
reductions/removals＊MRV (Mesurment Reporting Veritification)
Source: New Mechanisms Information Platform (Tentative Translated by Eco-Mo Foundation)■J-Credit Scheme
The J-Credit Scheme is system in which reductions and absorption of greenhouse gasses such as
CO2 through measures such as the deployment of energy-saving devices and forest management are
certified by the national government as“credits”.
This system is an extension and merging of the domestic credit system and offset credit system(J-VER), and is operated by the national government.
The credits produced by this system can be used for various purposes, such as achieving“Commitment to a Low Carbon Society”and for use as carbon offsets.
●Outline of the J-Credit Scheme

J-Credit Scheme

Users of credits

Application for project registration
Application for certiﬁcation

CapitalLow carbon
society
implementation
plans

Promotion of
Global WarmingCountermeasures

Carbonoﬀsetting

Project
participant
Credits

Centralgovernment
Credits
Discussion

EnergySaving Act

Steering
committee

Certiﬁcationcommittee

Source: J-Credit Scheme website (Tentative Translated by Eco-Mo Foundation)

47

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

2P
 romotion of emissions gas measures for trucks
and busses (diesel vehicles), etc.
The problem of vehicle exhaust gas became a serious social problem with the rapid urbanization whichbegan in the mid-1960s and the increase in vehicle traffic. For emissions gas measures for diesel vehicles it isespecially important to reduce the amount of emissions of nitrogen oxide (NOx), which is a cause of
respiratory disorders and causes photochemical smog and acid rain, and particulate matter (PM), a carcinogen.
In order to do this, the government strengthened exhaust gas regulations by enacting vehicle composition
regulations and repeatedly revising road vehicle safety standards. Furthermore, in 1992 the Automobile NOx
Reduction Law (now the Automobile NOx/PM Law) was enacted to reduce NOx and PM emissions.

（1）Promotion of emissions gas measures for diesel vehicles①Restrictions on manufacturers

In 2016 with the introduction of measures such as cold engine exhaust gas testing, the scope of exhaust gas

regulations came to include vehicles with actual NOx emissions of about 1/3 of those included in previous
regulations. As a result of the regulations, the vehicles will successively be replaced by clean diesel vehicles
with dramatically improved exhaust gas performance.
●Vehicle exhaust gas restrictions (diesel-powered heavy vehicles)100

1974 regulations 100％

Nitrogen oxide（NOX）

Particulate matter（PM） Short-term
regulations

100

1994 regulations 100％

80

1979 regulations 70％

Reduction（%）

Reduction（%）

1977 regulations 85％

1983 regulations 61％

60

1988 regulations 52％

Short-term regulations

40

1994 regulations 43％

Long-term regulations

1999 regulations 33％
2004 regulations
24％
2005 regulations
New long-term regulations
15％

New short-term regulations

20
0

1974

（S49）

Post-new long-term regulations
2016 regulations

1979

1984

1989

1994

1999

2004

3％

2009

2016

（H28）

80
60
Long-term regulations

40

1999 regulations 36％

New short-term regulations

20
0

1974

（S49）

2004 regulations
26％

New long-term regulations 2005 regulations
Post-new long-term regulations・2016 regulations

1979

1984

1989

1994

1999

2004

4％

1％

2009

（H21）

Source: MLIT (Tentative Translated by Eco-Mo Foundation)48

2 Promotion of emissions gas measures for trucks and busses (diesel vehicles), etc.

②Restrictions on users

In urban areas where Automobile NOx/PM air quality standards had not met, nitrogen oxidecountermeasure areas and particulate matter countermeasure areas were defined and restrictions wereplaced on vehicle users with the aim of achieving air quality standards in the areas by roughly 2010.
Specifically, for areas specified in the regulations, users are prohibited from registering vehicles which do notmeet specific exhaust standards (model prohibition) and mandate the submission of exhaust gas regulationplans by specified operators. Tokyo Metropolis, Saitama Prefecture, Chiba Prefecture, Kanagawa Prefecture,
Hyogo Prefecture, and Osaka Prefecture have also defined ordinances restricting the inflow of non-compliancevehicles from other regions, for futher reducing nitrogen oxide and particulate matter emissions.
In order to differentiate between vehicles which do and do not meet these standards, complied vehicles areissued with stickers, preventing the influx of illegal vehicles. Despite the implementation of restrictions
affecting users in areas implementing these measures, non-compliance vehicles from other areas pass throughintersections with heavy traffic, resulting in areas not meeting air quality standards. In response to thissituation, the Automobile NOx/PM Law was partially revised in 2008 to apply to users outside regulationspecified areas as well.
Furthermore, in March 2011 the Automobile NOx/PM Law enforcement and ministerial orders wererevised, extending the application of the regulations to users in order to achieve air quality standards targets
in urban areas by 2020.

Automobile NOx/PM Law

Tokyo, Saitama, Chiba,
andKanagawa Prefectures

Category

National law

Ordinance

Ordinance

Ordinance

Regulatedmaterial

Nitrogen oxide (NOx),particulate matter (PM)Particulate matter (PM)

Nitrogen oxide (NOx),particulate matter (PM)

Nitrogen oxide (NOx),particulate matter (PM)Contents ofregulation

Prohibits registration ofvehicles which do notconform with exhauststandards (vehicles do
not pass ongoing vehicle
inspections)

Prohibits driving ofvehicles which do notconform with exhauststandards

Prohibits driving ofvehicles which do notconform with exhauststandards

Prohibits driving ofvehicles which do notconform with exhauststandards

Vehiclesaffected

Vehicles whose use isbased in specified
measure implementation
areas

Diesel vehicles driving in
the area covered by theordinance

Diesel vehicles driving in
the area covered by theordinance

Vehicles which arrive ator depart from therestricted area (does not
apply to vehicles passing
through the area)

Vehiclemodelsaffected

Vehicles with total
weights of 8t or more
Diesel passenger
which cannot be
vehicles, trucks, buses,
registered due to their
Diesel vehicles withspecial purpose vehicles
license plate numbers 1-, use being based in(not including light motor,
2-, 4-, 6-, or 8- (except for non-regulated areas
special vehicles, andpassenger vehicles withspecified by thepassenger vehicles which
8- license plate numbers) Automobile NOx/PM Law
use gasoline or LPG as(for buses, buses withfuel)capacities of 30 people
or more)All trucks, buses, andspecial vehicles otherthan passenger vehicles
covered by the
Automobile NOx/PM Law

49

Hyogo Prefecture
Ordinance

Osaka Prefecture
Ordinance

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Appropriately maintained vehicle usage and appropriate fuel usage
guidance①Appropriately maintained vehicle usage

In order to reduce the environmental impact of vehicles, it is essential that they should be properly

maintained and that they consistently maintain exhaust gas performance during operation. Insufficiently
maintained vehicles emit greater amounts of NOx and PM than properly maintained vehicles, creating major
environmental problems.
A study of reductions in emissions of black smoke after maintenance on diesel vehicles brought in formaintenance found that 30% of all the vehicles examind are found reduced the black smoke concentration 10%
or more. This confirmed that inspection and maintenance significantly reduces diesel black smoke emissions.
● Reduction in black smoke emissions as the resultof inspection and maintenance / Number ofvehicles brought in for maintenance in October
2014(According to a study by the Japan Automobile
Service Promotion Association)

Reduction of
20% or more
and lessthan 30%

Vehicles Percent
7%
Reduction of
Measuredage

Reduction of less than 10%

27,74570%

Reduction of 10%
or more and less than 20%

6,973

17%

Reduction of 20%
or more and less than 30%

2,575

7%

Reduction of 30% or more

2,190

6%

Total

39,483

100%

10% or more
and lessthan 20%

17%

Reductionof 30%or more6%

Vehiclesmeasured
39,483(100%)

Reductionof less
than 10%70%(Breakdown of reductions in black smoke
emissions as the result of inspection andmaintenance)②Appropriate fuel usage guidance

Since 2005 the MLIT has conducted street inspections to check fuel sulfur content. When incidents of use ofillegal diesel fuel with high sulfur content are discovered, warnings or orders to switch to proper fuel areissued, with the goal of eliminating the use of illegal diesel fuel.

●Ⅰllegally dumped sulfate pitch
which has leaked out of its
Illegal diesel fuel refers to diesel fuel mixed with kerosene or fuel oil, containers<Illegal diesel fuel>and to manufactured diesel fuel which has been produced by adding
sulfuric acid, etc. to fuel oil. Industrial waste such as sulfate pitch, which
is discharged during the production of illegal diesel oil, is mostly disposedof by illegal dumping, creating environmental problems nationwide.
Using illegal diesel fuel in diesel vehicles also increases the amount of air
pollutants PM and NOx in their exhaust.
An illegal diesel fuel which mixes diesel oil and A-type fuel oil equally
increases diesel vehicle exhaust gas PM levels by 14 to 17% and NOx levels by 7 to 8% in their exhaust gas.

50

3 Creation of a recycling-oriented society

3 Creation of a recycling-oriented society（1）Creation of recyclable resource distribution systems①Formation of a recyclable resource distribution system using sea transport

In order to create a recyclable resource cycle as part of the creation of a recycling-oriented society, 22

ports nationwide have been designated as Recycle Ports (integrated venous logistics ports), centers of widearea circulation of recyclable resources. The MLIT provides the support necessary to improve port facilities
such as shipment transfer, storage facilities, and other recyclable resource handling support facilities, andimplements modal shift and transport efficiency improvement-based low carbon venous logistics promotion
projects in order to reduce carbon emissions and costs using venous logistics systems which utilize Recycle
Ports.

○Ports are speciﬁed as Recycle Ports to serve as centers of wide-area circulatio○The following eﬀorts have been implemented as part of Recycle Port measure im（1）Securing port facilities such as quays,（2）Providing support for the maintena（subsidized with subsidy rate of 1/3）
（3）Improvement of operations related to recyclable resource handling,（4）Promo
industry（use of the Recycle Ports Promotion Council, etc.）●Recycle Port locations and Recycle Port image
Recycle Port Policy

Designated Recycle Ports（22 ports）• Securing port facilities such as quays• Providing support for the maintenance of shipment transfer andstorage facilities, etc.（subsidized with subsidy rate of 1/3）
• Support (subsidies) for the creation of low carbon reverse
centers of wide-area circulation of recyclable resources.
logistics
systemsbased on sea transportpart of Recycle Portmeasureimplementation.
• Improvementof operations
resource
viding support forthe maintenanceof shipment relatedtransfer toandrecyclable
storage facilities,etc.
handling
e resource handling,（4）Promotion of coordination between the government and private• Promotion of coordination between the government and private
ncil, etc.）
industry（use of the Recycle Ports Promotion Council, etc.）

komai Port

roran Port

Aggregatedrecycling facilities

chinohe Port

Port roadTokyo Port
Kisarazu Port

wasaki Portsukuwan Port

19/12/2006 Designated ports（1 port）

Recyclable
resources

Quay
Cargo handlingequipment

Sea surface waste
disposal yard

Muroran Port

Kamaishi Port

SakataPort

Himekawa PortTokyo Port

Maizuru Port

Kisarazu Port

Kobe Port
Sakai Port Himeji
PortTokuyamakudamatsu
Port

Kitakyushu
Port
Recycled
articlesMiike Port* Recycling facilities* Large-scale green space

Mikawa Port
Mishimakawanoe
Port
Nakagusukuwan Port

Other ports

Beneﬁts ofSupport
creationforof athenetwork[Expected benefits]creation of a recycling-oriented society, reduction of environmentalof recyclable resource logistics sites
impact, reduction of recycling costs, and vitalization of coastal area industry○Support for the creation of a recycling-oriented society by promoting
nationwide material recycling
Source: MLIT (Tentative Translated by Eco-Mo Foundation)○Reduction of environmental impact through use of sea transport○Recycle cost reduction through recycling facility aggregation and useof sea transport○Vitalization of port area industry through promotion of use of locations
for recycling facilities

51

Green
space

Kawasaki Port

Residue, etc.
Future land use

Aggregatedrecycling facilities

Hachinohe Port

NoshiroPort

Ube Port

Quay

Green
space

Designated ports

23/4/2003（13 ports）

Other ports

Storageshed

Stockyard

Tomakomai Port
Designated ports

30/5/2002（5 ports）

28/1/2011 Designated port

Storagefacility

Kamaishi Port

Ishikari Bay New Port

（3 ports）

Recycle Port Image
Recycle Port Image
Dispatch
recycling-related
information

Designated Recycle
Ports（22 ports）

o○Support fornationwide○Reduction o○Recycle cosof sea trans○Vitalization
for recycling

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Systematic securing of sea surface waste disposal yards

In order to dispose of dredge soil from port improvement works and waste which is difficult to handle atthe inland final disposal site, a systematic development of sea surface disposal yards is underway. In
particular, at Osaka Bay, a wide-area disposal yards based on the Osaka Bay Phoenix Plan is being developed
which enables the disposal of waste generated from the Osaka Bay area. In addition, construction-generated
soil from the Tokyo Metropolitan Area is transported by sea based on the Super Phoenix Plan and is used ona wide scale as landfill material in ports and harbors nationwide..
● Promotion of planned improvement of sea
surface waste disposal yards
Port dredging Soil

Waste

Tokyo Bay

Source: MLIT (Tentative Translated by Eco-Mo Foundation)（2）Creation of vehicle recycling system
Every year between 4 and 5 million used vehicles are disposed of. Landfill space is running out, making it
urgent to further increase the recycling rate, which is current roughly 80%. As of 2004, over 195,000
automobiles were improperly stored on roads, etc. each year. And over 20,000 automobiles were illegally
dumped. These have a negative impact on living environments and the disposal involves tremendous social
costs, making it urgent to implement countermeasures.
In response to this situation, the Act on Recycling, etc. of End-of-Life Vehicles was enacted in January 2005.
This law mandated appropriate divisions of duties between the parties involved in end-of-life vehicle disposal,
focusing on automobile manufacturers. At the same time revisions were made to the Road Transport Vehicles
Act mandating that vehicle registration be deleted only after confirming that vehicles were disassembled as

the number in 2004), and the number of illegally dumped vehicles was
599 (a decrease of 97.3% versus the number in 2004), succeeding in both
dramatic reductions.

Automobile manufacturer / importer

stored vehicles was 4,600 at the end of 2017 (a decrease of 97.7% versus

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

Recycling fee payment

illegal dumping.
As a result of these efforts the nationwide number of improperly

Recycling fee deposit

Information management center

appropriate processing of end-of-life vehicles and the prevention of

Final automobile
owner

Reportend-of-life vehicles. The aims of these efforts were the promotion of

Money
managementcompany

specified in the Act on Recycling, etc. of End-of-Life Vehicles, and a ● Act on Recycling, etc. of Endof-Life Vehicles system
motor vehicle tonnage tax reimbursement system was instituted for

Source: MLIT (Tentative Translated by
Eco-Mo Foundation)52

3 Creation of a recycling-oriented society（3）Ship recycling
Ship recycling＊1 is carried out primarily in developing countries such as India and Bangladesh, and the problemsof occupational accidents and environmental pollution in this work are beginning to be acknowledged. In order tosolve these problems on an international level, Japan, as a country with eminent naval forces and shipbuilding
capabilities, led work on discussing within the International Maritime Organization (IMO) and drafting a treaty, andthe“Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009”(alsoknown as the“Ship Recycling Convention”) has been adopted.
As Japan has pledged responsibility for the treaty, the country promulgated the“Proper Recycling of Ships
Act”in June 2018, and related laws are being created for an early signing of the treaty. The Act will be put
into effect along with the enforcement of the treaty.
For the early enforcement of this treaty, Japan is supporting India’s improvement of ship recycling
facilities as a way to encourage early signing with India, a chief ship-dismantling country. Also, at Japan-India
summits held in 2017 and 2018, Prime Minister Abe appealed to Prime Minister Modi for the early signing of
the treaty and verified India’s intention towards signing early.
The enforcement requirements of the treaty include: (1) signing by at least 15 countries; (2) the combined
merchant fleets of the signed countries is at least 40%; and (3) the signed countries’combined maximum
annual ship recycling volume in the past 10 years is at least 3% of signed countries’merchant shipping
volume. The status of fulfillment as of the end of January 2019 is (1) 7 countries, (2) 20.77%, and (3) 0.32%＊2
respectively.
On the other hand, the majority of pleasure boat hulls are made of FRP (fiber-reinforced plastic), andrecycling of them has been extremely difficult. Due to this, the“FRP Boat Recycling System”that uses a
wide-area permit system based on the Waste Disposal Law was built up mainly by the Japan Marine Industry
Association, and the recycling of FRP boats into cement-baking material has become possible. Currently, withthis system around 500 ships are being recycled annually across the nation.
＊1 Ships which have reached the end of their lifespans are disassembled and the majority of the ships’materials are used for steel.
＊2 Calculated using 40% of global merchant fleets in 2017.

●FRP boat recycling system
Illegalabandonment

Storage site
Boat owner

Owner
unknown

Commissioned
transporter

Registration andsales site

Commissioned marina,
commisioned sales site

Processing andtemporarystorageMarine areaadministrator,
local government

Commissioned
transporter

Speciﬁed
receiver

Receiving, rough crushing
Intermediate processing（other than FRP）

Registeredwork site
Scrap FRP

Commissioned transporter
Sorting

Scrap FRP
intermediate
processing site

Crush
MixingCommissioned
disposal operator

Comissioned transporter

Final
disposalCommissioned
cement plant

Source: Japan Marine Industry Association FRP Boat
Recycling Center (Tentative Translated by Eco-MoFoundation)

53

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

4M easures by local governments, companies,
citizens’ organizations, etc.
（1）Measures by local governments
Local governments are implementing global warming countermeasures, tailored to their local features, inthe transport and traffic sectors. This section looks at efforts by Kyoto Prefecture, Fukui Prefecture, andHimeji City (population: 530,000).

■Kyoto Prefecture– Aiming for regional railways that are good to people and the environment With the growing rate of vehicle-sharing in regional areas, Kitakinki Tango Railway found that ridership andrevenue from fares became reduced to two thirds during peak times, and this caused delays in facility investment
and reductions in the number of trains running. In the end, it brought about a vicious cycle where the region'stransportation activities worsened the strain on the environment.
The company aimed to turn the habits of the region’s citizens from car usage to public transport usage and topromote the regional development by expansion of visitors with the provision of a transport service more deeplyrooted in the region and that was highly convenient. From April 1, 2015, service started anew as the Kyoto Tango
Railway.
A Japan-first format is adopted where the infrastructure and management companies are separate. Kitakinki
Tango Railway Corporation, a third-sector company invested in by local governments of areas along the railway line,
owns the infrastructure such as tracks, stations and carriages, and the private company Willer Trains, Inc. handles
management.
●Tango sea carriage, Miyagawa Bridge (from Oe to Oe Senior High School)

Source: Willer Trains, Inc.

54

4 Measures by local governments, companies, citizens’ organizations, etc.

■Fukui Prefecture - Creating a society that doesn’t rely excessively on cars

Fukui Prefecture has one of the most automobile-reliant society in Japan. As this excessive reliance isimplicated in the problems of increasing global warming and the decline of public transport, the“NewCentury Fukui Lifestyle Transport Vision”, which was established in 2002, advocates for the creation of asociety where automobiles and public transport coexist, and efforts to revitalize public transport are being
carried out. Currently, based on the prefectural governor manifesto,“mobility management”(the optimal
usage of transport means), which includes track-sharing by different railway companies, the extending ofstation-front lines and a“Car-Saving Strategy”, is being progressed and policies for lowering the strain on theenvironment and expanding usage of public transport are being strengthened. These initiatives have also
been adopted into the“Fukui Prefecture Environment Fundamental Plan”that was revised in 2013.
As a part of these initiatives, in 2011 the“Fukui Prefecture Citizen Meeting on Promoting the Creation of aSociety that Doesn‘t Rely Excessively on Cars”was established, consisting of academics, experts, transportcompanies and representatives of the prefecture, cities and towns. Based on an action plan formulated in2011, they are undertaking a variety of work for preventing the increase of greenhouse gas particle emissions
and the decline of public transport institutions through the appropriate usage of automobiles and public
transport.
● Track-sharing by different railway companies

Source: Fukui Prefecture55

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Himeji City
-Urban Development Based on Public Transport (Railway and Buses)-

In Himeji City,“Himeji City Integrated Transport Plan Based on Public Transport”was formulated inAugust, 2008, and relevant departments are promoting the various policies. By promoting the foregoing plan,
the goal is to increase the number of users for public transport which are on a downward trend and to
maximize the effect from 3 perspectives, namely“economy,”“safety and security”, and“environment,”such as
by alleviating traffic congestion in the city center and CO₂ reduction in the transport sector. According tothis plan, the policies are being developed based on the following 3 pillars, i.e. “improvement in the userfriendliness of public transport,”“improvement in the usage environment”and“promotion of participation andcooperation”
Improvements in transport hubs and passenger terminals in areas surrounding the station including thedevelopment of new stations are being implemented, as well as operation of community buses in remoteislands. Particularly around JR Himeji Station, development of a public square in front of the station isunderway with a dramatic increase in environmental space and passage of general vehicles are regulated intransit malls. In addition, a share cycle system has been introduced, as a secondly means to promote public
transport.
A bus location system has been introduced for fixed-route buses and improvements are being made incooperation with transport operators such as IC tickets for railways and fixed-route buses, etc.
With emphasis on the promotion of public transport usage and triggered by West Japan Railway Company’stransport improvement project and trial increase in the number of services, JR Kishinsen has begun a“3-million passengers challenge campaign”with towns along the route and business operators, exerting continuous
effort to achieve increase in the number of of passengers while utilizing local resources. Moreover, each year,
public transport classwork are being held by transport operators with elementary school children as thetarget to prepare the next generation with regard to this endeavor.

● Himeji Station North Public Square and Transit Mall (World Heritage
Site and National Treasure Himeji Castle shown in the front)

Source: Himeji City

56

4 Measures by local governments, companies, citizens’ organizations, etc.

（2）Measures by companies in the transport sector①Aviation companies

The Scheduled Airlines Association of Japan, a Japanese association of air transport operators, has

implemented environmental measures. Major measures are the following.
○Global warming prevention targets:
Target: Reduce energy consumption base units in 2020 by 21% in comparison to 2005
CO2 emission basic units: 0.00095t-CO2/RTK (revenue ton kilometers)

CO2 emission basic unit index

Achievement: Reduce energy consumption base units in 2017 by 21% in comparison to 2005

(year)
Source: The Scheduled Airlines Association of Japan (Tentative Translated by Eco-Mo Foundation)

Contents of measures:
・Introduce new high fuel efficiency airplanes
・Using area navigation etc, a high-precision navigation method, to reduce flight distances and times
・Reduce weight of loaded articles (reduce weights of cargo containers and in-flight meal facilities, optimize
amounts of fuel and drinking water)
・Recover engine performance and improve fuel efficiency by cleaning engines
・Working with related parties to identify issues involved in introducing alternative fuels such as biojet fuel,and considering measures for resolving these issues○Support for the creation of a recycling-oriented society
Target: Lower industrial waste final disposal rate to 2.4% or below for 2020
Achievement: Industrial waste final disposal rate in 2016 was 3.7%
Contents of measures: Promote garbage collection by type, promote reuse and recycling, and select waste
processing companies with resource recycling technologies, etc.
○Environmental awareness raising activities
・Participation in afforestation around airports nationwide and coral planting in Okinawa and developmentof eco-tours related to the foregoing activities
・In order to raise environmental awareness of children who represent the future, environment seminars
by pilots will be held.

57

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Railway companies

The Association of Japanese Private Railways, an association of railway operators in Japan, has formulated“Commitment to a Low Cabon Society”and carried out the following principal measures as part of this plan.
Target: Reduce power usage basic units in 2020 by 5.7% in comparison to 2010
Reduce power usage basic units in 2030 by over 5.7% in comparison to 2010
Contents of primary measures:○Introduction of energy saving cars
Energy saving trains such as VVVF controlled trains, which consume less power, and regenerative brakeequipped trains, which efficiently use power, are being introduced.
(as of March 31, 2018)●Rates of introduction of energy saving cars by 16 major private rail companies

No. of cars owned

Control method

Cars with regenerative brakes
Cars without regenerative brakes

Number of reduced weight cars

VVVF control

11,819 cars*

10,630 cars

Chopper control

2,323cars*

1,171 cars

Resistance control, other616 cars*

237 cars

Resistance control, other

2,460 cars

304 cars*

17,218 cars (A)12,342 cars

Total number of cars owned
Number of energy saving cars (trains with regenerative brakes or reduced weight cars)

15,062 cars (B)(total of cars indicated with a *)Share of energy saving cars

87.5％（B/A）

Note 1: As a general rule, only commercially used cars are included (funicular lines and new transport lines are notincluded)
Note 2: “Reduced weight cars” are cars made with stainless steel or aluminum.
Source: The Association of Japanese Private Railways (Tentative Translated by Eco-Mo Foundation)○Usage of energy saving systems (regenerative brakes, regenerated
Power generated
by braking

power storage devices)
Trains with regenerative brakes, which generate power whenbraking and return the power to the overhead power lines for reuse, are being actively introduced.
○Noise and vibration reduction
Efforts to reduce noise and vibration include the introduction of

Reducednoise trains

Long rails

reduced noise trains, the use of long rails to reduce the number ofTrack
improvementrail joints, the use of synthetic crossties, and the installation ofelastic material such as rubber between concrete railbeds andcrossties.
○Use of natural energy
Solar panels and wind power generators are being installed on theroofs of stations, using sunlight and wind to generate the power

Wind power
generation

Solar power
generation

Source: The Association of Japanese Private
Railways (Tentative Translated by Eco-Mo
Foundation)used by the station.

58

4 Measures by local governments, companies, citizens’ organizations, etc.

③Truck, bus, and taxi companies

Each industry associations have formulated voluntary action plans as environmental measures, striving topopularize green management certification and promote eco-driving, etc.

■Japan Trucking Association

Target: Reduce CO2 emission basic units per ton kilometer from commercial trucks in 2020 by 22% incomparison to 2005.

Contents of measures:
・Promote introduction of low-emission vehicles◇Provide aid for the introduction of CNG vehicles and diesel hybrid vehicles◇Distribute pamphlets, etc. which raise awareness of replacing vehicles with low-emission vehicles
・Promote eco-driving◇Hold eco-driving training sessions and promote attendance at the said sessions◇Distribute energy saving driving manuals, energy saving driving recommendations, eco-driving promotion
notebooks and eco-driving promotion manuals by data download from website◇Provide subsidies for the introduction of devices which support the shutting off of engines when parked
Provide subsidies for the acquisition of vehicle-mounted heating and cooling devices (air heater, truck
battery driven coolers) which can be used continuously for long periods of time when engines are stopped
during truck driver breaks, when waiting for cargo to be loaded, etc.

■Nihon Bus Association- Bus business“Commitment to a Low Carbon Society”Target:○Cut CO2 emission intensity in 2030 by 6% in comparison to 2015.
○Promote shift from use of private cars to buses.
Specific activity contents:○CO2 emission rates reduction measures
・Nationwide promotion of eco-driving
Member companies are striving to ensure drivers thoroughly engage in eco-driving, such as by stopping
their engines when idle, and avoiding quick acceleration and quick braking. During Eco-Driving Promotion
Month, of which the Nihon Bus Association is a leading advocate, the association takes even more intensive
measures, such as carrying out checks of eco-driving implementation. The association is also actively
equipping buses with devices which contribute to eco-driving, such as start-stop (idling-stop) devices anddigital drive recording devices.
・Promotion of introduction of high fuel efficiency buses
When purchasing new vehicles, national, local government, and Nihon Bus Association subsidy systems
are used to actively strive to deploy hybrid buses and high fuel efficiency buses.
・Enforcement of detailed inspections and maintenance which help maintain fuel efficiency performance○Measures for promoting shifting from use of private cars to buses
・Bus usage promotion
The association is implementing the following measures in order to improve omnibus convenience andpromote bus usage.
◇Popularization of non-step buses and pleasant, comfortable buses
59

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector◇Promotion of installation and improvement of shared card systems and IC card systems◇Popularization of information systems such as bus location systems◇Active participation in regional measures such as Park & Bus Ride and omnibus town systems
・Driving environment improvement◇Issuing of requests to related organizations whenever possible regarding the creation of bus-only lanes
and bus-priority lanes, bus-prioritizing traffic signals, the removal of illegally parked vehicles on streets
used by buses, etc.

■Japan Federation of Hire-Taxi Associations- Hire-taxi industry“Commitment to a Low Carbon Society”(voluntary action plan) Target level:○2020 target (total volume of emissions target)
Reduce CO2 emissions by 20% in comparison to 2010.
○2030 target (total volume of emissions target)
Reduce CO2 emissions by 25% in comparison to 2010.
Basis used to establish targets:○2020 target
30% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
○2030 target
40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
Specific plans:○Global warming countermeasures
In order to achieve hire-taxi industry target levels, the following countermeasures will be promoted andthe federation will coordinate and collaborate with national and local governments as necessary.
・Switchover to environmentally friendly taxi vehicles◇By 2020 30%,by 2030 40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles,
and the association will encourage automobile manufacturers to speedily launch HV vehicles which use
LP gas.
･Optimization of the number of taxi vehicles◇ Based on the“Act on Special Measures Concerning the Rectiﬁcation and Vitalization of the General
Passenger Vehicle Transport Business in Specific Regions”, revised in November 2013, the federation is
promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇The federation is promoting universal driver training and cultivating high quality drivers.
◇The federation is striving to improve user convenience and promote taxi usage by improving taxi stands
and promoting the deployment of advanced technologies such as smartphone-based technologies.
◇The federation is working to expand shared taxi use and reduce the amount of private car usage.
･Enrichment of and PR for sightseeing taxis◇The federation is striving to enrich and engage in PR for sightseeing taxis in order to reduce the usageof private cars on freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestion andparking space shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at

60

4 Measures by local governments, companies, citizens’ organizations, etc.

phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
travellers.
･Improvement of operation eﬃciency◇ The federation is promoting the use of GPS-AVM-based taxi assignment systems and advanced
technologies such as smartphone-based technologies in order to improve operation eﬃciency and reduce
exhaust gas emissions.
◇Requests are being issued to related organizations to establish and improve taxi pools in order to reduce
the amount of unoccupied taxi operation.
･Eco-driving◇The federation is working to ensure thorough stopping of engines when vehicles are stopped, preventionof excess vehicle cooling and heating, and prevention of quick acceleration and braking.
◇Engines are to be stopped when drivers are taking rests, naps, and washing vehicles.
◇ Green management is being promoted through measures such as expanding the number of operatorswith green management certification.
◇The federation is promoting the stopping of engines when vehicles are stopped and the deployment of
EMS (digital tachographs) in order to support eco-driving.
･Office and business site measures◇ Air conditioner thermostats in offices and business site are set to 28 degrees or higher during thesummer and 20 degrees or lower during the winter.
◇Training regarding environmental measures and fuel efficiency improvements are provided to mechanics
and drivers through maintenance managers and driving managers.
･Improvement of environmental issue related implementation systems◇Environmental measure related policies such as carbon oﬀset policies are considered by committees suchas technical and environmental committees.
･PR regarding global warming countermeasures◇The federation will use websites, posters, stickers applied to taxis, and other means to publicize the taxi
industry’s efforts to reduce CO2 emissions and increase awareness among the general public regarding
the prevention of global warming.
○Creation of a recycling-oriented economic society
Disposable economic society will be reevaluated from the position of effective resource utilization, and hiretaxi operators will do their utmost to achieve the following, in order to systematically reduce waste
production, and to recycle resources.
･ELVs will be processed appropriately in accordance with the Act on Recycling, etc. of End-of-Life
Vehicles.
･End-of-life tires, etc. will be appropriately processed as industrial waste.
･Recycling will be promoted through measures such as the proactive purchasing of recycled products.

61

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■An Example of Initiatives Implemented by Conpanies: Ishikawa Kintetsu Taxi Inc.

Ishikawa Kintetsu Taxi Inc. are expanding their business within Kanazawa City as a regional company of

the Kintetsu Taxi Holdings group. Along with actively promoting the usage of their taxis as public transport,
they are also putting efforts into environmental initiatives.
<“Taxis are vehicles that are good for the Earth”>
In the height of the“my car”era, the business environment
continues to see hardships due to the decrease of customers, andwe transport businesses also see environmental issues as pressing
problems. We felt that we wanted to widely promote the idea thattaxis are a form of transport that are good for the environment andto get more people to ride them. When we considered obtaining the“Green Management Certification”we were motivated by the goal to
become the first taxi company in Ishikawa Prefecture to obtain thecertification.
We put up stickers on the back of our cars as well as on our businesscards and homepage to spread the word of the role of the taxi as aUsing stickers to promote taxis
as good for the environment

vehicle that is good for the environment and help to convert society
from the“my car”mindset.
<Pushing forward efforts with high goals>
We’ve maintained a high fuel efficiency goal from originally when obtaining the certification and also when we
update it. Though we’
ve been asked why we don’t try a slightly lower goal, we’ve ventured to set a high goal
because consistently aiming high makes what we do worthwhile, and that’s how we’ve working towards our next
endeavor.
♢ Promoting idling bans and eco-driving
Idling bans and eco-driving are the very basics of the“Green Management Certification”, however we mostly
neglected these practices before we obtained the certification. In particular for idling, because leaving the engine
on while standing still or washing the vehicle had become a normal behavior, correcting this bad habit was where
we started. When instructing drivers during roll call or even whenever seeing a driver we would repeatedly
remind them to not idle their vehicles. Even so, there were limitations in just us managers looking out for the up
to 150 drivers so they would stop idling, and so we took on this endeavor as a whole company. We patrol aroundthe precincts and waiting areas and when we see one of our taxis with an engine idling, we immediately stop
there and reprimand the driver. Things are steadily progressing, but if we stop now the seam will come undone.
The good habits are starting to take root, but we hope to continue to strive.
♢ Inspections and maintenanceAt our service stations, along with quickly fixing defects when found through daily inspections, we also checkin detail for black smoke or strange sounds. We aim for the eradication of poor maintenance by getting vehicles
diagnosed at the service station when even something small seems strange. Education is also being upgraded sothat there are no oversights in the inspections.
♢ Introduction of new cars
Introducing new cars is one contributor to raising fuel efficiency. While it’s important to take care of eachcar over a long period of time, new cars come with improvements, including fuel efficiency, so they are being
introduced systematically. The introduction of new cars is also essential in consideration of the increase incustomers. As a result of introducing new cars, our fuel efficiency (LPG) recently (within the last year) has been62

4 Measures by local governments, companies, citizens’ organizations, etc.

5.54km per liter, which is a 5.7% rise compared to 2009 when we
obtained the certification. As the scorching heat continues during
summer, fuel efficiency suddenly drops, however we think that thisresult of 5.7% has been realized mainly through the steady efforts of
idling bans and eco-driving.
< Efforts aimed at increasing customers>
We are also working on increasing passengers of public transport which
Improving convenienceleads to more eco-friendliness.

by easily ordering taxis via a tablet♢ Cleaning cars
Introducing new car-washing machines and always maintaining

cleanliness is leading to an improvement in our image. Also, with the increase in people who mind about odors,
we have begun antibacterial, antiviral and deodorizing measures that make use of disinfectants and deodorants.
They are sprayed throughout to coat the inside of the cars and the effect lasts for around one year and doesn’taffect the human body or the in-car equipment. It’s being adopted to make the inside of our cars comfortable andhave our taxis used continuously by our customers.
♢ IT utilization
We are refreshing our homepage, working on our recognition, and improving convenience by having taxi
ordering procedures and internet payments be available via smartphones and tablets. We are also installing
custom tablets in accommodation facilities and restaurants to use for ordering taxis. Being able to call on taxis
easily via a tablet, rather than the previous way where they could only be ordered by phone, is being supported
by both facilities and customers. Also, by being able to order taxis through a free app we are working to reduce
the strain on the environment.
<“Green Management Certification” raises ability to meet conditions for bidding participation >For a taxi company, being able to participate in the bidding of public institution is a large advantage. In recent years,
with the fact that the“Green Management Certification”has been added to the bidding requirements for transactions
with government offices, the authorizing of the“Ishikawa Prefecture Eco-Driving Promotion Office”and the receiving ofthe“Ishikawa Prefecture Eco-Driving Excellent Office Award”, we have received objective appraisal and this has raised
the motivation of drivers. The“Green Management Certification”, which we originally aimed for in order to be thefirst in Ishikawa Prefecture to obtain the certification, was obtained through these various reasons and we feel very glad
about it. In May 2015, the Hokuriku Shinkansen was extended to Kanazawa City. With the increase in tourists has comean increase in passengers, and also with the effects of the various efforts we’
ve taken to increase taxi riders, the taxi
ordering rate, which was previously down to 40%, raised to 52.7% in November 2018, and on busy days this sometimes
even exceeds 60%. From here on also we will work to maintain our“Green Management Certification”for the sake ofprotecting the Earth’s environment as well as the livelihoods of our drivers.

④Warehouse conpanies

The Japan Association of Refrigerated Warehouses is continuing its eﬀorts to reduce“CO2 emissions andenergy usage”in 2018 as well, through measures such as: ① Acceleration program (subsidizing 1/3 of project
costs) of the introduction of energy-saving natural refrigeration equipment for the early realization of a CFCfree and low carbon society, and promote energy-saving machines that don’t use CFC,

② carrying out“Energy usage fact-ﬁnding studies”and“Coolant studies”to collect basic data related to CO2 emissions
reductions, and ③ promoting the acquisition of green management certifications (subsidizing part of the costof acquiring new green management certiﬁcations).

63

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）Measures by citizens’ organizations
The expansion of lifestyles which are dependent on the use of private cars has resulted in chronic traffic
congestion and the waning of public transport. In order to create a shift from the use of private cars to public
transport, Car-free Day are taking place.
Every year cities around the world take part in Mobility Week (September 16 to September 22), initiatives inwhich residents refrain from using their own personal vehicles in central city areas and consider the issues oftraffic and its effects on the environment, and urban life and how to best use vehicles. These transport measuresand events, which began in Europe, have spread to roughly 2,000 cities around the world, linked by a common
objective and working at the same time in a global environmental and transport event. In 2018 11 cities in Japan
participated. (Sendai City*, Saitama City, Yokohama City*, Matsumoto City, Kanazawa City, Fukui City*, Toyohashi
City, Kyoto City*, Osaka City*, Nara City, Naha City*.
＊Citizen group-sponsored; Those unmarked are government-sponsored. Office: Car Free Day Japan
In addition, the“Kumamoto Prefecture All Citizen Stop Warming Movement Meeting”is a prefectural citizen’smovement started in August 2008 for reviewing lifestyles and corporate activities so that each citizen cancompletely eliminate the waste of energy and the efforts to reduce greenhouse gases can be progressed further.
Based on the fact that automobiles are the main means of transport in areas outside the central zone of Kumamoto
Prefecture, the concept of eco-driving was put in the spotlight.
Specifically, eco-driving diagnoses via safe driving eco-driving support systems that use GPS receivers are being
actively promoted in collaboration with Kumamoto Prefecture. These are devices for managing drivers, rather
than just cars, and diagnoses are possible even if the vehicle driven is different - if it is for example a company car
or a private vehicle. Offices purchase the devices and loan them out to participants to conduct eco-driving
diagnosis relays with all citizens.

The Denki Unazuki Project Planning Committee (in Toyama Prefecture) was established in July 2009, andwith the cooperation of community residents, it has carried out activities aimed at creating a natural energy
public transport system that exists in harmony with the rich natural environment though measures such as
small hydroelectric generation, with the aim of achieving local consumption of locally produced energy. In July
2013 the unincorporated association became the Association of Denki Unazuki Project.
At the Unazuki Hot Spring, it introduced apublic transport project using renewableenergy such as small hydroelectric generation
and Green Slow Mobility (eCOM-8 low-speed

The Denki Unazuki Project’s activities!
Travel to hidden
hot springs using
electric vehicles

Park and rideto the hot spring
district

eight wheel electric community vehicles,
known

as “EMU”).

The

Associationisworking to attract tourists to Unazuki Hot
Spring, which has flourished as an advanced
eco-hot spring resort as the result of thispowerdevelopment,

and

to

Electric vehicle
rentalpromoteautonomous community development fromthe perspective of local consumption of locally
produced energy.

The hot spring district isan electric vehicle zone

Energy is provided
by small hydroelectric
generation

Source: Denki Unazuki Project website (Tentative Translated by
Eco-Mo Foundation)64

4 Measures by local governments, companies, citizens’ organizations, etc.

ColumnNationwide Bus Map Summit(Bus map creation initiative by citizens)
The Nationwide Bus Map Summit is held roughly once a year by the Nationwide Bus Map Summit Planning
Committee, which is composed of citizens’organizations and other bus map creating organizations.
Approximately 100 people from across Japan participate in each summit, sharing the map creation expertiseof citizens, not transport operators or administrative authorities, and engaging in passionate discussions about
the future of public transport.
●List of citizen’s organizations in the Nationwide Bus Map Summit Planning Commitee
RegionName

Bus Map, etc.

SapporoYourun NPO Inc.

Sapporo Super Convenient Bus Map
Hakodate Super Cool Bus Map
Iwamizawa Super Rice Bus Map

Hirosaki

H・O・T Managers“Hotto” informational magazine

Community Development Policy
SendaiForum
YUKAI. (3-chome)
Tokyo (Metropolitan Area)
RACUMobi
Niigata Environment and Transport
Niigata
Research Society
ROBA (Fukui Tram and Machizukuri
Fukui
Association NPO Inc. )Public Transport Machizukuri
3 Tokai Prefectures (Aichi, Gifu, Mie)
Promotion Network
Wakayama City Planning Council
Wakayama- Wakayama Komachi

100 Yen Pakku Map
Bus Service Map
Niigata City Transport Map
Fukui Norinori Map
BUS-DENSYA-NET FUKUIRosenzu.com
Gifu City Bus Map, etc.
wap
Doko Demo Bus Net
Doko Demo Bus Book
Doko Demo Bus Map Sugoroku

MatsueProject UI NPO Inc.

OkayamaRail transport system Amenity
Community Design Association(RACDA) NPO Inc.

Hiroshima

Hiroshima BRT Research Society

Bus Supermap

Okinawa

Bus Map Okinawa

Bus Map Okinawa

Bokke Convenient Bus Map
Bisan Seto Access Map

Source: The Nationwide Bus Map Summit website (Tentative Translated by Eco-Mo Foundation)●Bus maps example (wap)↑ Front side (Japanese)
Reverse side (English) →Source: Wakayama Transport Machizukuri Council — Wakayama Komachi

65

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（4）Measures by the Eco-Mo Foundation①Implementation of the transport business Green Management (low environmental
impact business management) Certification System
The Green Management Certification System, which objectively certifies the efforts of companies to makeenvironmental improvements, strives to encourage companies to engage in environmental efforts, andcontributes to reductions in the environmental impact of industry by fostering understanding and cooperation
between certified companies, society, and users. The system, with the Eco-Mo Foundation as its certifying
body, certifies and register transport operators whose environmental activities meet or exceed levels definedin the Green Management Promotion Manual*. The system was launched for the truck industry in October
2003, for the bus and taxi industry in April 2004, and for the passenger ship, coastal shipping, port transport,
and warehouse companies in July 2005. As of the end of 2018 there are 3,477 certified businesses and 6,864
certified business sites. These are indicated as“Environmentally-friendly transport operators”on the Eco-Mo
Foundation website, and each month press releases are issued to newspaper companies containing newly
certified businesses. Vehicles owned by certified truck, bus, and taxi operators account for between 11.6% and16.2% of the vehicles owned by companies in Japan.
※ The Green Management Promotion Manual contains specific measures for individual environmental
conservation items, based on the concepts of ISO14031 (an international standard for environmental
performance evaluation). They make it easy to establish targets and carry out evaluations, which in turnmake it easy to implement environmental management on an ongoing basis.
●Number of vehicles owned
Certified Companies asof December 31, 2018

Companies
Nationwide

Percentage
Owned byCertifiedCompanies

Notes(Note 1): Number of vehicles owned as of the end of March 2017. This

Trucks147,123

1,264,799(Note 1)includes the number of commercial trucks (excluding trailers)

11.6%

and the number of commercial special purpose vehicles as
indicated in the “Transport Statistics Collection” (from theMLIT). It does not include the number of registered light trucks.

Buses
Taxis

15,781
32,734

115,823(Note 2)
202,198(Note 3)

13.6%
16.2%

(Note 2): Number of vehicles owned as of the end of March 2017. Basedon the “Transport Statistics Collection” (MLIT).
(Note 3): Number of corporate taxis owned as of the end of March 2017.
Based on information on the Japan Federation of Hire-Taxi
Associations website

66

4 Measures by local governments, companies, citizens’ organizations, etc.

■Evaluations of Green Management Certification

The results of various green management efforts have been tested and verified, and this certification

system has come to be evaluated highly, even being included as an element in government measures.
○Freight owner considerations required by notices based on the Energy Saving Act
One of the energy saving measures required of freight owners under the Energy Saving Act (enacted in
December 2018) is the selection of environmentally-friendly freight carriers (carriers who have obtained
ISO14001 or green management certifications).
○Addition of transport and delivery, chartered buses, and taxis to the procurement items specified in the Act
on Promoting Green Purchasing
The 2007 basic policy on the Act on Promoting Green Purchasing (Act on Promotion of Procurement of
Eco-Friendly Goods and Services by the State and Other Entities) was approved by the Cabinet on February※
to the list of specified procurement items. The 2008 basic policy
2, 2007. It added【transport and delivery】

was approved by the Cabinet on February 5, 2008, and added【chartered buses and taxis】to the list. The
decision criteria are the“neutral evaluation by a third party”of measures such as“implementing measuresfor promoting eco-driving”. In general, this corresponds with green management certified companies.
※ Transport and delivery operations within green procurement scope: Domestic correspondence, parcel
delivery, parcel post, mail express○ Express inclusion in the“Guidelines for the Selection and Use of Chartered Buses in Order to Ensure
Transport Safety”【Published: June 29, 2012】
The MLIT has formulated and issued guidelines which clearly explain the key points involved when travelcompanies, local governments, educational institutions, etc. select and use chartered bus operators.
These guidelines clearly specify“green management certification”as one of the“evaluation items andevaluation elements involved in comprehensive evaluation”indicated in the guidelines’“key points regarding
the selection of chartered bus operators”and“key points regarding bidding, etc., for chartered bus
procurement“.
○Express inclusion in the“Community Bus Deployment Guidelines”as specified in the notice regarding therevision of the Road Transport Act【Notice: MLIT Notice 633, April 10, 2013“Concerning the Approach of the MLIT to Regional Public
Transport Councils”】
The notice clearly states that the perspective of“environmentally consciousness”is to be included by cities,
towns, or villages, etc. when selecting community bus operators, and specifies“acquisition of Eco-Mo
Foundation Green Management Certification or ISO14001 certification”as a means of evaluating thisenvironmental consciousness.
○Relaxation requirements for Superior Hybrid Vehicles and CNG Vehicles deployment subsidy systems
In order to promote the greater use of low-emission vehicles, the MLIT provides systems for partial
subsidization of the difference in prices between low-emission vehicles and standard vehicles. Subsidy
requirements such as fleet size limitations are relaxed for truck transport operators who have received theGreen Management Certification.
○Certiﬁcation acquisition subsidy systems
67

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector

Local governments:
8 organizations (Chuo-ku, Tokyo; Shinjuku-ku, Tokyo; Sumida-ku, Tokyo; Katsushika-ku, Tokyo; Yokohama
City, Kanagawa Prefecture; Ina City, Nagano Prefecture; Shiojiri City, Nagano Prefecture and a local
government)
Industry groupJapan Association of Refrigerated Warehouses and 37 prefectural Trucking Associations(Hokkaido, Aomori Prefecture, Iwate Prefecture, Akita Prefecture, Fukushima Prefecture, Ibaraki
Prefecture, Tochigi Prefecture, Gunma Prefecture, Saitama Prefecture, Chiba Prefecture, Tokyo Metropolis,
Kanagawa Prefecture, Niigata Prefecture, Yamanashi Prefecture, Nagano Prefecture, Fukui Prefecture, Gifu
Prefecture, Shizuoka Prefecture, Aichi Prefecture, Mie Prefecture, Shiga Prefecture, Osaka Prefecture,
Hyogo Prefecture, Nara Prefecture, Wakayama Prefecture, Tottori Prefecture, Okayama Prefecture,
Hiroshima Prefecture, Tokushima Prefecture, Kagawa Prefecture, Kochi Prefecture, Fukuoka Prefecture,
Nagasaki Prefecture, Kumamoto Prefecture, Oita Prefecture, Miyazaki Prefecture, Kagoshima Prefecture)②Implementation of the Excellent Eco-Commuting Business Establishment
Certification System

The Excellent Eco-Commuting Business Establishment Certiﬁcation System has been implemented sinceJune 2009 to certify business establishment which actively promote eco-commuting, widely sharing
information on their eﬀorts in order to promote greater adoption of eco-commuting.
The Conference on Promotion of Public Transport, consist of various transport operator organizations,
economic organizations, related government bureaus, and other organizations, acts as its certiﬁcation body.
The MLIT and the Eco-Mo Foundation jointly operate the certiﬁcation system as the secretariat. By the endof December 2018, 737 business sites have been certiﬁed.
Certiﬁed business sites implementing best measures may also be recommended for MLIT awards. In 2018,
Aizu Olympus Corporation, the“Fukui Prefecture Citizen Meeting on Promoting the Creation of a Societythat Doesn’t Rely Excessively on Cars”, and the Minami-Uzumasa Self-Governing Association / Kyoto City’s
Ukyo Ward Office were selected as the winners of the“2018 Minister’s Award for Excellent Business
Implementing Traffic-Related Environmental Conservation Efforts”.

●Aizu Olympus Corporation●Fukui Prefecture Citizen Meetingon Promoting the Creation of aSociety that Doesn’t Rely
Excessively on Cars

68

●M i n a m i - U z u m a s a S e l f Governing Association / Kyoto
City’s Ukyo Ward Office4 Measures by local governments, companies, citizens’ organizations, etc.

③Promotion of eco-driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementation Council (consistof 16 transport related organizations), established based on the results of the “COP3 to the UNFCCC” held in
Kyoto in 1997. It also carried out various unique eco-driving promotion activities. Since April 2007 it has offered
truck eco-driving training certification, and then passenger vehicle eco-driving training certification from
September 2008, and presents attendants who have successfully completed training at certified organizations
with completion certificates.
Since 2011 it has also held the “Eco-Drive Activity Contest” with the support of the Eco-Drive Promotion
Liaison Committee (consist of the NPA, METI, MLIT, and MOE) and the Eco-Drive Promotion Implementation
Council. Since 2014 Minister of Land, Infrastructure, Transport and Tourism Award (transport businesscategory) and Minister of the Environment Award (general category) have been conferred, and the award
ceremony for top winners was held as part of the “2018 Eco-Drive Symposium” on November 28.

●Accumulated number of completed certificates issued
180,000
160,000

Truck

Passenger vehicle

140,000
120,000
100,000
80,00060,00040,00020,000
0

2007

2008

2009

2010

2011

2012

●2018 Eco-Drive Activity Contest award ceremony

2013

2014

2015

2016

2017

●Contest leaflet
30年度
エコドライブ活 動コンクール

平成

目指せ !! 大臣賞 !!
事業部門

国土交通大臣賞

一般
部門

環境大臣賞

事 業 部 門

応 募
期 間

参加費用

トラック、バス、タクシーなどの運輸事業者

一 般 部 門自家輸送や移動で車両を使用する事業者

ユニーク部 門エコドライブに関する独自の取組を実施して
いるさまざまな主体

5/1 〜 7/2
火

無料

月

※例年より締切時期が早くなっておりますのでご注意ください

主 催■ 後援「エコドライブ普及連絡会」（警察庁、経済産業省（予 定）、国土交通省、環境省）「エコドライブ普及推進協議会」（公社）日本バス協会、（公社）全日本トラック協会、（一社）日本自動車工業会、（一社）日本自動車連盟、（一社）日本自動車販売協会連合会、（一社）
日本自動車整備振興会連合会 ,（一社）全国ハイヤー・タクシー連合会、（一社）全国個人タクシー協会、（一社）全国自家用自動車協会、（一社）
日本自動車運行管理協会、（一社）全国レンタカー協会、（一社）日本中古自動車販売協会連合会、（一社）日本損害保険協会、（一社）日本自動車リース協会連合会、（一財）環境優良車普及機構（公財）交通エコロジー・モビリティ財団

69

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector④Promotion of Environmentally Sustainable Transport (EST)The OECD has proposed Environmentally Sustainable Transport (EST) (see page 39), and organizations such
as Japan’s MLIT have implemented EST model projects. In order to achieve greater use of EST by local
governments and transport operators, since 2006 the Eco-Mo Foundation has worked with academic experts,
related groups, EST related ministries and agencies, and other organizations to promote EST.
In 2018 the Eco-Mo Foundation collaborated with the Regional Transport Bureau in holding workshops for
local governments and transport operators (EST Emergence Seminars) in Kyoto Prefecture and Himeji City. In
addition to these workshops, tours and review sessions were also held as part of a three day personnel
development training session (the 8th such session) in Fukui Prefecture. The 10th EST transport Environment
Awards, recognizing exceptional regional transport environment efforts, were also held. And the Awards werealso publicized on the EST portal site (http://www.estfukyu.jp/), email newsletters, and Twitter (https://twitter.
com/#!/officeEST).

⑤Promotion of mobility management education (Transport Environment Education)

In order to promote mobility management education, the Eco-Mo Foundation provides support to local
governments and elementary and junior high schools, creates centers for ongoing education, publishes educational
manifestos to serve as guidelines, publishes textbooks, and engages in other education promotion activities.
Regarding support for the local government, support continue for Shiga Prefecture.
<Supporting local government initiative>
Shiga Prefecture : Apart from the visiting lecture conducted primarily by the prefecture, programs that areeasy to put into practice by the teaching staff associated with the subject were also conducted
and classes were carried out at 18 schools.
In addition, support for schools has been provided to the following 14 schools.
●Names of supported schools and educational themes
SchoolTheme

Subject

Atago Elementary School,
Okazaki City (Aichi Prefecture)

The growth of transport learning in social studies of new
guidelines for teaching and learning that uses transport

Social Studies

Mamigaoka Junior High School,
Koryo Town (Nara Prefecture)

A compact city proposal through development of thetransport network – “For the future of Koryo Town”

Social Studies

Joetsu University of Education-attached
Junior High School (Niigata Prefecture)

Proposing an ideal form of sustainable transport in close
regions

Social Studies

Hijidai Elementary School,
Mitoyo City (Kagawa Prefecture)

Challenge! Furusato (Hometown) Transport Eco-plan 2

Social studies, Integrated studies

Kyoto Junior School attached to Kyoto
University of Education (Kyoto Prefecture)

Thinking about Kyoto’s attractions and future town
planning

Integrated studies

Aikawa Elementary School,
Kurume City (Fukuoka Prefecture)

A study that considers regional public transport environmentsthat feature children of the special support classー

Fuke Elementary School,
Misaki Town, Sen’nan District (Osaka Prefecture)

Touring Misaki – “Let’s spread the encounters and learningfrom regional transport”

Social studies

Naoetsu Elementary School,
Joetsu City (Niigata Prefecture)“Shionari” activities

Social studies

Heisaka Junior High School,
Nishio City (Aichi Prefecture)

Exploring the reason why subway lines are built on
differing elevations

Science

Shiseikan Elementary School,
Sapporo City (Hokkaido)

Carrying out transport environment learning during fifth
year elementary school integrated studies

Integrated studies

Doshisha Junior and Senior High School(Kyoto Prefecture)

Eizan Electric, Hachiman-mae Station ProjectSpecial studies

Shimizu Ryogochi Junior High School,
Shizuoka City (Shizuoka Prefecture)

Ryogochi Hometown Learning – “What we can do for
Ryogochi”

Integrated studies

Kyowa Elementary School,
Honjo City (Saitama Prefecture)

Vehicle Exploration

Lifestyle

Sapporo Elementary School attached to
Hokkaido University of Education (Hokkaido)

Carrying out mobility management education in fifth year
elementary school social studies

Society70

4 Measures by local governments, companies, citizens’ organizations, etc.

⑥ Regional promotion of the smooth mobility of foreign tourists

In the“Tourism Vision to Support Tomorrow’s Japan”that was established in 2016, the Japanese

Government released the clear goals of 60 million foreign tourist visitors and 15 trillion yen in the consumption
annually in 2030, and these numbers are being aimed for though various efforts.
As a result of these efforts, at the end of 2018 the annual number of inbound tourists exceeded 30 million
annually for the first time and the number of foreign tourists continues to increase each year. On the other
hand, foreign independent tours (FIT) in which travelers make independent airline and accommodation
reservations are increasing and the need for an improved environment to enable smooth and comfortablemobility for such independent travelers is an urgent issue.
●Transition of inbound foreign tourists（million）

35
30
25
20
15
10

5
0
2010

2011

2012

2013

2014

2015

2016

2017

2018

（year）

Source: Japan National Tourism Organization (JNTO)

Thus, from 2017, we are supporting the funding, know-how and consensus-building of two groups that are
improving transport means and enriching guide information for smoothly moving foreign tourists.
In April we publicly invited support groups and received 22 applications from around the nation. Two
support groups were selected by the“Committee for the Promotion or Smooth Transport for Foreign
Tourists in Various Regions”(Chairman : Haruno Ishida, Specially - appointed Professor of University ofTsukuba) of which was formerly established within this Foundation.

●The work of the support groups
Group

Tokachi District
Intermodal Passenger
Transport Vitalization
Promotion Council

Project name and summary of 2018 work

Tokachi District Project for the Smooth Transport of Foreign Tourists.
We carried out development of new travel packs, tested a baggage transport service for empty-handed
travel between Obihiro Station and both Obihiro Airport and Tokachigawa Hot Spring, and examined thecommon route maps and schedule designs of two bus companies.
Miyoshi City “Sennen-no-kakurenbo Smooth Transport Project for Tourist Areas”

Miyoshi City

Along with creating sightseeing and excursion maps around Oboke Station, we also examined theintroduction of new on-demand sightseeing excursion taxis.

71

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector●Excursion map at Oboke Station in Miyoshi
City●Guide to the Tokachi District Project⑦Eco-Products 2018 Exhibition

The Eco-Products Exhibition, held annually since 1999 in order to promote environmentally-friendly

products and services, is a comprehensive environmental exhibition held at Tokyo Big Sight. It is one of thelargest-scale exhibitions in Japan, attended by business persons, members of the government, and general
consumers.
The Eco-Mo Foundation has operated booths at the exhibition featuring videos and panels explaining thecurrent state of the global warming issues related to the transport sector, global warming countermeasures,and the activities of the foundation.
(Eco-Products 2018 data: Exhibitors: 538 companies and organizations. Visitors: Approx. 160,000. Eco-Mo
Foundation booth visitors: Approx. 4,500)

72

4 Measures by local governments, companies, citizens’ organizations, etc.

⑧Promotion of usage of carbon offsets in the transport and tourism sectors

One global warming countermeasure is the use of“carbon offsets”, which eliminate or absorb greenhousegasses to compensate for emissions made elsewhere as the result of the usage of products or services.
Product or service users or providers bear the costs of purchasing emissions rights produced elsewhere tocompensate for their emissions. In the transport sector, carbon offsets are already being used by airlines, rail
operators, bus operators, taxi operators, truck operators, and travel companies.
Carbon offsets don’t only highlight the efforts being made by the companies which use them to prevent
global warming, but they can also promote voluntary greenhouse gas reductions across a wide spectrum ofusers, including individuals. They also serve to provide funding to projects for reducing or absorbing
greenhouse gasses.
In order to promote greater usage of carbon offsets by the transport and tourism sector, in December 2009
the Eco-Mo Foundation established the“Transport and Tourism Carbon Offset Support System.”This system
reduces the burden placed on companies in introducing carbon offsets for transport and tourism related
services, and makes it possible to calculate CO2 emissions and purchase emissions rights via the web. The
system is already being used by local government transport bureaus and a wide range of companies, including
major private rail operators, bus companies, taxi companies, truck companies, and tourism companies.
●Example of carbon offsets using the support systems

Implementing company: Kokusai Motorcars
Name: Environmentally-friendly taxi standOverview: A taxi stand exclusively for taxis from Kokusai Motorcars, part of the KM Group,
was set up at the main Isetan location in Shinjuku, and the CO2 emissions for thebase fare distance (2km) of each taxi trip departing from the taxi stand was offset
by the company

Taxi standLeaflet73

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑨Use of electric compact low-speed vehicles within communities and sightseeingareas

The waning of public transport in provincial regions of Japan has produced a greater environmental impact

as the result of growing use of personally-owned vehicles and created mobility problems for senior citizens
unable to drive.
Electric compact low-speed vehicles have little environmental impact and can coexist harmoniously withpedestrians due to their low maximum speed of under 20km/h. Hopes are high for the potential these vehicles
have to address environmental impact and reduced senior mobility problems when used for living activities
within communities and as a means of transport in tourist destinations, helping achieve an even lower carbon
society.
However, there has been little research regarding the use of electric compact low-speed vehicles. Golf carts
have been permitted to drive on public roads since 2014, and societal pilot tests have finally begun, butnecessary information has yet to be shared by related parties within Japan, so starting from 2016 studies arebeing conducted of cases of actual electric compact low-speed vehicle usage. The use of golf carts in Wajima
City and Ofunato City has been observed, promotion scenarios for a range of uses have been studied, and theresults have been presented in a seminar in 2016.
Along with carrying out demonstration experiments in 2018 at the three regions adopted (Yokohama City,
Wajima City and Matsue City), test drives were also carried out in areas such as Otaki Town, Toshima andKyoto City.
●A test drive event at Keikyu Tomioka in
Yokohama City

●Driving on the Wajima City seasidesightseeing route●Driving in a suburban area of Matsue City

●Driver training in Wajima City (driving within aschool)74

4 Measures by local governments, companies, citizens’ organizations, etc.

⑩Publication of “Transport and Environment in Japan”

The Foundation has published“Transport and Environment in Japan,”which provides basic data and thelatest countermeasures against the environmental problems and challenges of the transport sector (global
warming, air pollution, waste, recycling, sea pollution, noise, etc.), as well as introducing the activities of local
governments, businesses, citizens’
groups, the Eco-Mo Foundation, and more. Since 2016 an English version
has also been published to showcase Japan’s transport environment measures and countermeasures overseas.
(The English version can be downloaded from the Eco-Mo Foundation website.)●Transport and Environment in Japan 2018

Transport and Environment in Japan 20182018

Transport andEnvironment
in JapanFoundation for Promoting Personal Mobility and Ecological Transportation

Publisher
Foundation for Promoting Personal Mobility
and Ecological Transportation75

Ⅳ．Measures in Response to Other Environmental Issues

Ⅳ．Measures in Response to Other Environmental Issues
1 Noise related measures（1）Automobile noise countermeasures
A study of motor vehicle noise environmental standard compliance status conducted in 2016 found that of
the 8,618,400 homes studied, 526.400 (6.1%) homes had motor vehicle noise levels which exceeded
environmental standards either during the day (6:00 a.m. to 10:00 p.m.), at night (10:00 p.m. to 6:00 a.m.), or
both. 247,900 homes (2.9%) exceeded environmental noise standards both during the day and at night.
Of the 3,634,300 homes in areas along major arterial road, 376,200 (10.4%) homes exceeded environmental
noise standards during the day, at night, or both. Of those, 173,800 (4.8%) homes exceeded environmental noise
standards both during the day and at night.
Changes in the compliance of environmental noise standards must take into consideration changes in thehomes investigated each year, but within the reported scope there appears to have been a gradualimprovement over time.
Broken down by road type, the largest share of homes in areas exceeding environmental noise standards
either during the day, at night, or both were located near general national highway. Of the 2,355,300 homes
located in these areas, 247,100 homes (10.5%) exceeded environmental noise standards.
This information is provided together with corresponding maps on the Nationwide Motor Vehicle Noise
Map (Environmental GIS Motor Vehicle Noise Survey Report) website, operated by the National Institute forEnvironmental Studies (NIES).
●Nationwide Motor Vehicle Noise Map

Source: NIES76

1 Noise related measures（2）Rail noise countermeasures
In regard to noise from Shinkansen trains, based on“About the Environment Standards Associated with
Shinkansen Railway Noise”that was announced by the Environment Agency in 1975, we are carrying out
measures, such as setting up and raising soundproof walls, in order for the environment standards to beattained.
Of these measures, for the noise associated with the Tohoku (between Tokyo and Morioka), Joetsu, Tokaido
and Sanyo Shinkansen lines, the“75 Decibel Countermeasures”are currently being promoted by related
government institutions and offices in order to bring the noise levels down to below 75 decibels in the target
areas, which include densely populated areas.
So far, the 75 Decibel Countermeasures have been enforced across stages 1 to 5, and extra measures arebeing taken for places that exceed 75 decibels in the measurement points of the target areas, as found in astage 5 survey associated with the Tohoku, Joetsu and Sanyo Shinkansen lines. Also, in places outside thetarget areas there are still locations that haven’t achieved 75 decibels, and so we are continuing to promote
the“75 Decibel Countermeasures”to achieve the environment standards.
In addition, in regard to noise from conventional railways, based on the“Noise Countermeasure Guidelines
Regarding the New Construction or Large Scale Improvement of Conventional Railway Lines”that was
notified by the Environment Agency in 1995, we are carrying out measures such as rail welding for long rail
in order to meet these Guidelines.

（3）Aircraft noise countermeasures
Aircraft noise countermeasures in Japan can be broadly
categorized into source control, improvement of the airport
structure and environmental measures in areas●Eco-airport conceptual diagram
Surrounding environment measures and countermeasures
In order to reduce or eliminate the eﬀects of noise, soundprooﬁng construction, etc., is implemented for houses and schools, etc.,
and green space improvements are made to both improve living environments and act as global warming countermeasures. Eﬀorts
are also made to establish and maintain new noise compatible facilities and to promote the use of relocation compensation sites

being implemented in a balanced way according to theAirfront Oasis

Distribution
facilities and stores

Noise berm

surrounding airports. Combinations of these measures are
City planninggreen space

Water quality
management

characteristics of each airport.

Improvement ofsilencing facilities

Regarding the source control, there are such measures
as noise reduction of aircrafts, improvement in the

Introduction of
low-emission
vehiclesoperation method and restrictions on departures andlandings. As a result of advancements in noise reduction

Promotionof GPU use
Promotion of the green
government buildings
Promotion of installationof rooftop gardens

Introduction ofalternative energy
sources

Airport environment countermeasures◆Local environmental and global environmental measures are carried out, including measures for reducing the impacts of air pollutants, waste
water, and wastes produced by airport operation, improvement of energy eﬃciency, and installation of roof gardens.

technology, the latest aircrafts can achieve anapproximately 30dB noise level reduction in comparison to

Source: MLIT (Tentative Translated by
Eco-Mo Foundation)

aircrafts 50 years ago.
As for improvement of the airport structure, efforts are being made to open offshore airports where theeffects of noise are minimal, as well as to install sound-insulating walls.
With regard to environmental measures in areas surrounding airports, based on the Act on Prevention of
Damage Caused by Aircraft Noise in Areas Around Airports (Act No. 110 of 1967), subsidies for noise
prevention works in residences and schools are being granted and development of green belts, etc. is being
carried out.
The Eco-Airport Guidelines were established in order to assist with environmental protection and creation
for airports and their surrounding communities. Based on these guidelines, eco-airport design is being
implemented in airports through measures such as the creation of environmental plans for airports and theirsurrounding areas, and through support for the installation of Ground Power Units (GPUs).
77

Ⅳ．Measures in Response to Other Environmental Issues

2 Sea pollution countermeasures（1）Large scale oil spill countermeasures
One of the major factors behind the large scale oil spills in recent
years is the existence of ships which do not meet the standards set
forth in marine safety and sea environmental conservation treaties● Coverage scope of system of 3
large dredging and oil reclamation
ships
3 ship oil recovery
areas(sub-standard ships). In order to eliminate these ships, Japan isparticipating in international efforts such as the creation of an

HakusanSeiryu Maru
Kaisho Maru

Hakusaninternational ship database (EQUASIS), as well as enhancing port

Niigata
Nagoyastate control (PSC) by performing onboard inspections of foreign

Kitakyushu

vessels stopping in Japanese ports confirming that they meet treaty
standards.

Seiryu Maru
Kaisho Maru

The creation of a system, advocated for by the Japanese
government, for checking that flag state governments are fulfilling
their duties to monitor and supervise ships flown under their flags wasapproved at the 2005 IMO general meeting as a voluntary system.

"Hakusan" can start oil recovery operation within 24 hours
in the Japan Sea area, and even in the Hokkaido sea area
can start operation within 2 days. Together with the "Seiryu
Maru" and the "Kaisho Maru", it helps further enhance
Japan's ability to respond to oil spills around Japan.

Source: MLIT (Tentative Translated by
Eco-Mo Foundation)

Based on the efforts that followed, this system was made mandatory from January 2016.
Japan maintains three large dredging and oil reclamation ships to quickly reach and clean up oil spills in theseas around Japan, and in accordance with the Act on the Prevention of Sea Pollution, a joint public-private oil
pollution prevention and cleanup system has been created. Furthermore, Japan, China, the Republic of Korea,
and Russia have established a collaborative system for cleaning up large spills of oil or hazardous substancesin the Sea of Japan, the Sakhalin area, and the Sea of Okhotsk. The system of international collaboration andcoordination is being strengthened through the “Action Plan for the Protection, Management andDevelopment of the Marine and Coastal Environment of the Northwest Pacific Region (NOWPAP) Regional
Oil and Hazardous and Noxious Substances (HNS) Spill Contingency Plan”(2008).

（2）Countermeasures against harmful aquatic organisms in ballast water
Organisms such as plankton in ship ballast water (sea water used to weigh empty ships for greater safety)
can contaminate areas where they are not normally found when ballast water is purged, harming the local
ecosystem as well as having negative effects on human health and economic activity. In February 2004 theInternational Maritime Organization (IMO) adopted the Ballast Water Management Convention in order toregulate ballast water countermeasures using a consistent global standard. Japan became a party to theconvention in October 2014.
As of November 2013 nine ballast water management systems have been approved. The first unit of the“JFE Ballast Ace”, a ballast water processing system developed by JFE Engineering Corporation andcommercially released after being the first system to receive model approval by the MLIT, was installed inAugust 2010 in the Emerald Leader, a vehicle carrier owned by NYK. Other ballast water countermeasures
are also being earnestly implemented. These include the FineBallast®OZ ozone-based ballast water processing
system, jointly developed by Mitsui Engineering & Shipbuilding, the Japan Association of Marine Safety, andfive other companies, which received approval by the MLIT in June 2011.

78

3 Ship exhaust gas emissions countermeasures

3 Ship exhaust gas emissions countermeasures
As part of air pollution control measures, in order to reduce the emission of sulfur oxides (SOx) andparticulate matter (PM) from ships, sulfur concentration in fuel oil is being regulated on a global scale. This
regulation reduces the sulfur contained in fuel oil of ships in stages, and regulation levels will be set according
to general sea areas (all sea areas) and designated sea areas (North Sea, Baltic Sea, etc.). Due to revisions in
the International Convention for the Prevention of Pollution from Ships made in 2008, the regulation level ofsulfur in fuel oil in general sea areas (present level 3.5% or less) will become 0.5% or less from 2020.
In preparing for the beginning of the regulation reinforcement from January 2020, IMO is currently steadily
enforcing the regulations and also continuing to examine regulation-unifying enforcement measures for
ensuring fair competitive conditions in the naval industries. In Japan as well, in order to smoothly handle thebeginning of reinforcement of these regulations in related industries, we are collaborating with the naval
industry, oil industry, the MLIT and the Ministry of Economy, Trade and Industry to push forward the workfor ensuring stable supplies of oil that conform to the regulations and that are of appropriate quality.
●International regulations for reducing sulfur oxide (SOx) and particulate matter (PM) emissions
2008 MARPOL Treaty Revision

Summary of SOx regulations

MARPOL Treaty•Through the revising of the 2008 Ocean Pollution
Prevention Treaty by the International Maritime
Organization (IMO), from 2020 regulations for theconcentration of sulfur within fuel oil for ships will bestrengthened around the whole globe from below
3.5% to below 0.5%.
•For Japan, as an environmentally advanced country, it
is necessary to appropriately handle the reduction of
the bad eﬀects on human health and the environment
from the SOx emissions of ships.

Generalsea areas
Designatedsea areas
(ECA)

2012
4.5%

2020

2015

0.5%

3.5% (Class C heavy oil)

（Low sulfur fuel oil ）to1.0% (Equivalentclass A heavy oil)

0.1% (Equivalent to light oil)◆Designated sea areas
North Sea / Baltic Sea

North American
coast, etc

Source: MLIT (Tentative Translated by Eco-Mo Foundation)

79

Ⅳ．Measures in Response to Other Environmental Issues

4 Chemical substances countermeasures（1）Dioxin, etc. countermeasures
Dioxins are produced when garbage and other ●Dioxin, etc. countermeasuresmatter are burned. There are concerns about the harm

Dredging

these chemicals cause to the human body. The MLIT

Dredgedsediment（slurry）

Cycloneseparator

is studying dioxins and implementing countermeasures,

Vibratingstrainermonitoring marine pollution conditions, and carryingout other measures by establishing a Fundamental
Policy Regarding Countermeasures Against Sediment
Dioxins, technical guidelines concerning the removal of

Sand andstones

Sediment which exceeds environmental
standards is removed by dredging, etc.

environmental standards for sediment, and revising theRivers, Lakes, etc.” (the River Manual) and theIntermediate
processing
Mechanicaldehydrator

Dehydrating
assistantMechanicaldehydration

Mud Slurrytank tank

Dehydrated
soil

Eﬀective use of separated sand

Reduction of volume of dredged sediment
Dried polluted
soil

MeltingHarmless slag

Melting
1400℃

sediment in ports with dioxin levels exceeding“Manual of Sediment Dioxin Countermeasures forFine particles

Slag
Melting method
Polluted dredged sediment isbroken down and rendered harmless

Eﬀective use as soil material（Note） The ﬁgure above shows an overview of the processing and disposal process.
Speciﬁc methods in actual use may vary.

Source: MLIT (Tentative Translated by Eco-Mo
Foundation)“Technical Guidelines Regarding Sediment Dioxin
Countermeasures for Ports”(the Port Guidelines).

（2）Endocrine disruptors countermeasures
Endocrine disruptors (environmental hormones) ●Endocrine disruptor website
disrupt the endocrine systems of people and wild
animals, producing a number of adverse effects such as
reducing sperm counts.
The need for countermeasures in response to theseendocrine disruptors is growing year by year. In
September 2008 the International Convention on theControl of Harmful Anti-fouling Systems in Ships (AFS
Convention) went into effect. This global convention
completely prohibits the use of ship hull antifouling
paint containing tributyltin (TBT), an endocrine
disruptor. The convention prohibits new application of
TBT paint, and requires ship owners to completely

Source: Ministry of Health, Labour and Welfare(Tentative Translated by Eco-Mo Foundation)

remove all TBT paint already applied to ships, or to coat painted portions with a protective layer which
prevents leaching of TBT into seawater. All foreign ships entering Japanese ports are prohibited from using
TBT hull antifouling paint, so when the MLIT actively includes monitoring for TBT hull antifouling paintusage as part of its port state control (PSC) monitoring of whether arriving foreign ships are in conformancewith international conventions regarding marine safety and marine environmental conservation, with the aimof eliminating foreign ships on which toxic hull paint has been used.

80

4 Chemical substances countermeasures（3）Asbestos countermeasures● Asbestos countermeasurepamphletAsbestos, used in various facilities, such as warehouses and storage
sheds, present a life-threatening hazard. The buildings constructed in the
1970s and onwards, when large amounts of asbestos were imported, arereaching the ends of their lifespans and will be dismantled, so it isimportant to implement preemptive measures to prevent this work from
causing public harm.
The MLIT is following up on the status of asbestos removal andscatter prevention measures for facilities under its jurisdiction in orderto advance the removal of asbestos from existing buildings. In addition,measures for removing spray-applied asbestos insulation in existingbuildings are being promoted though activities such as subsidies forresidence and building safety stock formation operations and local
housing subsidies.

Source: MLIT

In conjunction with revisions to the Building Standards Act the use ofspray-applied asbestos insulation etc. in buildings has been prohibited, and Japan is disseminating informationin the form of asbestos removal work reference estimates, documents which assist with the process ofidentifying building materials containing asbestos (visually identifiable building materials containing asbestos),
by compiling databases of information regarding building materials containing asbestos, and preparing
pamphlets regarding building asbestos countermeasures. Japan is also implementing measures for thoroughly
ensuring the prevention of asbestos scattering or exposure during building dismantling.

（4）PRTR(Pollutant Release and Transfer Register) system
There is growing interest around the world in environmental ●PRTR pamphlet
pollutants such as environmental hormones and new chemical substances
produced by high-tech industry. In 1992 the UN Conference on
Environment and Development (Earth Summit) indicated the need for asystem for managing the discharge and movement of hazardous
chemicals in order to reduce their inherent risks.
In response, in 1999 Japan formulated the Act on Confirmation, etc. of
Release Amounts of Specific Chemical Substances in the Environment
and Promotion of Improvements to the Management Thereof (PRTR
Law). This act defines a system for confirming, tabulating, and publicly
releasing data on which of a wide range of hazardous chemicals havebeen produced, by whom they were produced, how much of thechemicals have been released into the environment, and how much of
the chemicals have been taken off from company properties in the form

Source: METI and MOEof waste products. This system has been in effect since 2001.
Under this act, warehouse operators (limited to warehousing to store farm products or to store gas or liquidin storage tanks) and automobile maintenance operators are also required to report transfers of specified
chemical substances.

81

Ⅳ．Measures in Response to Other Environmental Issues

5 Ozone layer destruction prevention
The ozone layer which envelops the earth plays an important role in protecting life on earth by absorbing
harmful ultraviolet radiation. When this ozone layer is damaged, it allows a greater amount of hazardous
ultraviolet radiation to pass through, increasing the incidence of skin cancer and cataracts and impairing
immunity in humans as well as affecting animal and plant ecosystems.
Fluorocarbons (CFCs and HCFCs), used as coolants in devices such as refrigerators and air conditioners, are
known to damage the ozone layer. Fluorocarbons are greenhouse gasses that are hundreds to tens of
thousands of times stronger than carbon dioxide, so it is important to prevent fluorocarbons used in devices(CFCs, HCFCs, and HFCs) from being discharged into the atmosphere in order to protect the ozone layer andprevent global warming.
“The Act on the Protection of the Ozone Layer Through the Control of Specified Substances and Other
Measures.,”passed in 1995, prohibited the manufacturing of specified fluorocarbons (CFCs), and“the Act for
Recycling of Specified Kinds of Home Appliances (the Appliance Recycling Act)”, passed in 2001, mandated
the reclamation of fluorocarbons from domestic refrigerators and air conditioners. In 2002“the Act
Concerning the Recovery and Destruction of Fluorocarbons (the Fluorocarbon Recovery and DestructionAct)”mandated the recovery of fluorocarbons from industrial air conditioning and refrigeration equipment
and vehicle air conditioners.
With regard to the recovery of fluorocarbons from vehicle air conditioners and subsequent destruction, due
to the fact that vehicle air conditioners are constituent components of automobiles, in January 2005 they were
excluded from the scope of“the Fluorocarbon Recovery and Destruction Act”, and regulated together withthe disposal of vehicle bodies and engines under“the Act on Recycling, etc. of End-of-Life Vehicles”, which
regulates the appropriate processing and disposal of end-of-life vehicles.
In response to a rapid increase in emissions of fluorocarbons (HFCs) with very strong greenhouse effects,
particularly those used as coolants in air conditioning and refrigeration equipment, in June 2013 theFluorocarbon Recovery and Destruction Act was revised to require that the manufacturers of fluorocarbons
and devices which use fluorocarbons, and the users of industrial air conditioning and refrigeration equipment,
rationalize fluorocarbon use and appropriately manage fluorocarbons. It also established mechanisms such as afluorocarbon filling operator registration system and a recycling operator licensing system, and the name of
the law was changed to“the Act on the Rational Use and Management of Fluorocarbons (Fluorocarbon
Discharge Prevention Act)”.
●Changes in global amount of ozone over timeAmount of ozone worldwide
Except for low latitudes, the average amount of ozone worldwide, as measured terrestrially and from satellites, fell significantly from the
1980s to the early 1990s. Since the late 1990s it has remained constant or increased slightly, but the total amount of ozone remains
low.
Satellite observation data

Deviation

Terrestrial observation data

（Year）

This graph shows the percentage of increase or decrease in the average amount of ozone worldwide compared to the average amountfor the 1994 to 2008 period. These value changes have been adjusted to eliminate the influence of seasonal variation. The solid lines
indicate data from terrestrial observation sites, and the dots indicate averaged satellite observation data between N70 and S70 degrees
latitude. The terrestrial observation site data was supplied by the World Ozone and Ultraviolet Radiation Data Centre. The satellite
observation data was obtained from data supplied by the US National Aeronautics and Space Administration (NASA).
Source: JMA (Tentative Translated by Eco-Mo Foundation)82

5 Ozone layer destruction prevention●Overview of the Fluorocarbon Discharge Prevention Act（1）Reduce amount of new chloroﬂuorocarbon
produced through conversion and reuse ofexisting chloroﬂuorocarbons（Strict observation of evaluation criteria）（2）Promotion of coolant conversion（switchover to chloroﬂuorocarbon-freeand low GWP chloroﬂuorocarbon
Product manufacturer
products）（Strict observation of evaluation criteria）

Chloroﬂuorocarbon
manufacturer

Low GWP /Natural cooling
products

Low GWP /Natural cooling
Chloroﬂuorocarbons

Partial recycling
and reuse（3）Proper management ofcommercial device coolant（Reduction of leakage during usage）（Strict observation of evaluation criteria,leak reporting）（5）Recycling and destruction optimization（operation licensing system, strict observanceof recycling and destruction criteria, issuing ofcertiﬁcations, recording and reporting, etc.）

User

Regularinspection
Leakage volume
calculation andreportingRepairs whennecessary

Filling and reclamation
operator（ﬁlling）

Destruction
obligation

Destruction operator,
recycling operator

Filling and reclamation
operator（reclamation）（4）Filling optimization andreclamation obligation（operation licensing system,
strict observance of ﬁlling andreclamation criteria, issuing ofcertiﬁcations, recording andreporting, etc.）

Source: METI and MOE (Tentative Translated by Eco-Mo Foundation)●Fluorocarbon Discharge Prevention Act pamphlet

Fluorocarbons must be reclaimed
whenever performing disassembly work!
Under the Act on the Rational Use and Proper Management of
Fluorocarbons (Fluorocarbon Release Prevention Act), ﬂuorocarbons
must be reclaimed when disposing of commercial air conditioners,
refrigerators, or freezers which use ﬂuorocarbons (CFC, HCFC, and HFC).
It is against the law to allow ﬂuorocarbons to bereleased into the atmosphere when performing disassembly work.

Examples of devices which use ﬂuorocarbons(commercial refrigerators, freezers, and air conditioners)
In oﬃce buildings

Water coolers

In dining establishments

Package A/C
Commercial freezers
and refrigerators

In supermarkets
Package A/C GHP(gas heat pump A/C)

In town
Package A/C

Package A/C

Vending machines
Chilled showcases
Turbo freezers

Icemakers

Beer servers

Freezer showcases

Spot A/C
Transport freezer andrefrigerator units
Transport A/C

Water
coolers
Air handling units(chiller secondary units)

The penalty for reckless releasing of
ﬂuorocarbons is imprisonment of for up
to 1 year or a ﬁne of up to 500 thousand yen.
Source: METI and MOE (Tentative Translated by Eco-Mo Foundation)

83

Ⅳ．Measures in Response to Other Environmental Issues●Overview of the Act on Recycling, etc. of End-of-Life Vehicles process

Recycling fund manager
JARC

Payment

Three category item
receipt manifests
Deposit ofrecycling fees

Automobile
manufacturers /importers

OwnersPayment
for recovery

ELVcollectors
Deliverymanifests

Airbags

Fluorocarbon
recoveryoperators
Receipt
manifests

Shredderresidue

ELVs

ELVs

Fluorocarbons

Payment
for recovery

Dismantled
vehiclesELVsReceipt
manifests

Designatedrecyclingorganization
JARC

Dismantlers

Deliverymanifests

Receipt
manifests

Deliverymanifests

ShredderShredderoperators
Receipt
manifests

Deliverymanifests

Information management center
JARC

ELV ﬂow

Information
ﬂow

Payment ﬂow

Source: Japan Automobile Recycling Promotion Center (Tentative Translated by Eco-Mo Foundation)84

6 Global environmental observation and monitoring

6 Global environmental observation and monitoring
Implementing precise environmental problem countermeasures in the transport sector requires theaccurate assessment of air and sea changes through steady, long-term observation and monitoring. Diverse
air, sea, and other observation and monitoring are being implemented by global monitoring networks.

（1）Climate change observation and monitoring
International efforts aimed at tackling global ●Atmospheric environment monitoring network
environmental issues such as global warming are being
enhaced. In addition to its previous ongoing efforts, theJMA is implementing the following measures inaccordance with the“Strategic Policy Regarding Future
Global Environmental Operations”, formulated andGreenhouse gas, etc. observation(Showa Station (Antarctica) only
performs terrestrial ozone observation)

Navigation routes of observation ships
Sunlight radiation observation
Ozone layer / ultraviolet
sunlight observation

Sapporo(Minamitorishima Island only performs
ozone layer observation)

Observation of chemicalcomposition of precipitation

Ryori

Showa Station(Antarctica)

Tsukuba

Fukuokaannounced in 2008.

Ryofumaru

In order to assess greenhouse gas conditions, theYonaguni

Ishigakijima
Keifumaru

amount of CO2 in the atmosphere is being measured atthree locations in Japan and the amount of CO2 in thesurface sea water and the air above the northwest PacificMinamitorishima

Naha

Source: JMA (Tentative Translated by
Eco-Mo Foundation)

Ocean is being measured by marine weather observation vessels. Furthermore, since 2009 precise sunlightand infrared radiation measurements have been performed at five locations in Japan.
Sea level increases levels caused by global warming are also being monitored, and information is being
released regarding long-term sea level changes along the coast of Japan.
In order to achieve more accurate climate change monitoring and seasonal forecasts, a Long Term ReAnalysis Project is being carried out in conjunction with the Central Research Institute of Electric Power
Industry. This project analyzes past global atmosphere conditions using consistent methodology, and thefindings of the project are being released to research organizations in Japan and abroad.
Climate change monitoring reports and anomalous weather reports are created based on observation
results, and views on annual climate changes, anomalous weather, and global warming conditions and changes
are also released.

Carbon dioxide concentration●Changes in carbon dioxide concentrations inJapan and global concentration distributionof carbon dioxide (3 measurement points)
Ryori

Minamitorishima●Climate change monitoring report

Yonagunijima（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007

High

Changes in carbon dioxide concentration over time at Ryori, Minamitorishima, and Yonagunijima (top)Changes in planetary carbon dioxide concentrations calculated from observation results (bottom)

Source: MLIT (Tentative Translated
by Eco-Mo Foundation)

Source: JMA

85

Ⅳ．Measures in Response to Other Environmental Issues（2）Himawari 8 and 9
Himawari 8 and 9 are the successors to the Himawari 7 ●Monitoring capability improvements provided
by Himawari 8/9(MTSAT-2) satellite, a multipurpose transport satellite

Doubled horizontal resolution

currently in operation. Himawari 8 was launched in

Himawari 6/7

Himawari 8/9

Visible1km

VisibleInfrared 4km

Infrared

October 7, 2014, and after performing confirmation testingof its functionality while it orbited, full-fledged operation
began on July 7, 2015, taking over from Himawari 7.

High resolution

0.5-1km Visible
2km

Himawari 6/7

Himawari 8/9

1 band（B/W）

2 bands（Color）

None

3 bands

4 bands

10 bands

Development of
new perspectives

Reduced full disk observation time
Near

Himawari 9 will be launched in 2016, and will remain in

10 min infrared
30 minorbit in standby until 2022. Himawari 8 and 9 have

10 min10 min Infrared

radiometers (AHI) which use cutting edge observation

High frequency observation
Every 2.5 min inarea around Japantechnologies, and their deployment ahead of other US andEuropean next generation still imaging satellites has drawn

Increased number of bands（channels）

High frequency

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

Source: JMA (Tentative Translated by Eco-Mo
Foundation)international attention.

（3）Sea observation and monitoring
The sea absorbs CO2, a greenhouse gas, and retains heat, moderating global warming. Sea changes are
intrinsically linked to typhoons and anomalous weather conditions, so accurately assessing sea conditions is an
important part of responding to global environmental problems.
In order to immediately monitor and assess sea changes throughout the world the MLIT is coordinatingwith other related ministries and agencies, engaging in international collaboration with organizations such as
the World Meteorological Organization (WMO) to carry out the Argo project, deploying devices (Argo floats)around the world to automatically observe conditions within the sea.
●Overview of Argo project monitoring and Argo float distribution
30'W

0'

30'E

60'E

90'E 120'E 150'E 180' 150'W 120'W 90'W 60'W 30'W

90'N

90'N

60'N

60'N

30'N

30'N

0'

0'

30'S

30'S

60'S

60'S

Surface
Deployed

1000m
Sinks to 1000m and drift

Middle layer
2000m

Sinks to 2000m once every 10 days, and rises
measuring water temperature and salinity

Argo ﬂoats deployed at sea by marine weather
observation vessels or other vessels sink to a depthof approximately 2,000m every 10 days and thenrise again, obtaining vertical water temperature andsalinity data and automatically reporting it bytransmitting it via satellite.

90'S

30'W

0'

30'E

60'E

90'S
90'E 120'E 150'E 180' 150'W 120'W 90'W 60'W 30'W

Worldwide distribution of Argo ﬂoats reporting data
within the past month（3,895 ﬂoats as of January
9,2019. 147 of these ﬂoats are Japanese, indicatedwith a（●）.）

Source: MLIT and Japan Agency for Marine-Earth Science and Technology (Tentative Translated by Eco-Mo Foundation)86

6 Global environmental observation and monitoring

The JMA collects and analyzes data from various sources, such as observation vessels, Argo floats, andsatellites, and releases“Marine Health Diagnosis Tables”, comprehensive diagnoses and future predictions
regarding sea change conditions related to the global environment.
The Japan Coast Guard constantly monitors and assesses Japan Current changes in the area around the Izu
Islands using marine short-wave radar. It publishes observation data to supplement the data obtained from
Argo floats. The Japan Oceanographic Data Center collects and manages sea data from Japanese oceanic
ENGLISH

research organizations, and provides it to related organizations and the general public.
>

>

>

>

●“Marine Health Diagnosis Table”
Yearly average sea surface temperature (global average) annual deviation trend
30

2

15

31

2

15

■ Diagnosis (2017)(2017 )
•In 2017 the sea surface temperature was 0.26°
C higher than the average annual sea surface temperature (global average). This was•
29 2017+0.26
1891
third highest value since 1891 when the first statistics was obtained.
•The average annual sea
surface temperature (global average) is changing due to marine and atmospheric changes, global warming,•
100
etc., on a scale of several years to several decades. The long-term
trend 0.54
has been an increase of 0.54°
C per century.

Trend=0.54 (°C/100 years)

Sea surface temperature annual deviation (°C)

Average annual value: Average for 1981 to 2010Year
Annualdeviation

5 yearmoving averageLong-termchange trend

ENGLISH

Average annual sea surface temperature (global average) annual deviation trend
5
Values for individual years are connected
line. 5 year moving average values are
1981with2010 a black30
connected with a blue line. The long-term change trend is indicated with a red line.
TXT:4KB
The average annual value is the average value for the 30 year period from 1981 to 2010.

>
Source: JMA (Tentative Translated >by Eco-Mo Foundation)

>[

]

>

UV
UV

（4）Ozone layer observation and monitoring

2018年  8⽉

 1⽇ 
●UV index (max daily values)

In order to protect the ozone layer, which absorbs
INDEX

harmful ultraviolet radiation from the sun, the production,use, and trading of fluorocarbons and other ozone layer
destroying substances is internationally regulated by theMontreal Protocol and other agreements and conventions.
The JMA releases the results of ozone and ultraviolet
radiation observation on a yearly basis. It also provides
daily data regarding ultraviolet radiation in the form of a
UV index, easy-to-understand numerical data indicating thestrength of ultraviolet radiation.

UV

20km

Source: JMA

UV

87

20
2005 517

1

Ⅳ．Measures in Response to Other Environmental Issues（5）Promotion of regular observation at the south pole
The Geospatial Information Authority creates topographical and other maps based on reference point
measurements, gravity measurements, continuous GPS observation, bare rock area change measurements,
and photographic measurements. The results contribute to research regarding global environmental changes
in the south pole area, etc., and international activities focusing on land measurement and geographicalinformation.
At the Showa Base the JMA is performing continuous sunlight, radiation, and land and high altitude
meteorological observation. This observation is effectively utilized in international measures, contributing toclimate change research and monitoring of the south pole ozone hole.
The Japan Coast Guard carries out sea floor topological surveys. It also performs tidal observation, which
contributes to monitoring of sea level changes, which are closely linked to global warming.

●Total ozone distribution map in the southern hemisphere (October) 1979 to 2018
Distribution of average ozone levels in October in the southern hemisphere in 1979, before the southern hemisphere ozone hole appeared, and in 2018.
The region with a concentration of 220m atm-cm or less is the ozone hole.
Created by the JMA based on satellite data provided by the NASA
For details on the satellite data used, please refer to Attachment 1 “Observation Material used in Analysis” of “Yearly Summary of the Ozone Layer and Ultraviolet
Rays”.

October 1979

October 2018

Created by the JMA based on satellite data provided by the NASA
Source: JMA and NASA (Tentative Translated by Eco-Mo Foundation)88

7 Adaptation Measures for Climate Change in the Land, Infrastructure and Transport Sectors

7 Adaptation Measures for Climate Change in theLand, Infrastructure and Transport Sectors
In order to deal with the effects from climate change that accompany global warming, we must not only
“mitigate”by restraining greenhouse gas emissions, we must also“adapt”to the already appearing effects
and the long-term effects that cannot be avoided.
The MLIT, which controls various sectors including territory preservation and is responsible for making
territories and regions safe and secure, established the“MLIT Climate Change Adaptation Plan”in November
2015, and afterwards in November 2018 carried out a revision that takes into account the latest policies.
The transport and infrastructure sector is already experiencing subway flooding and pavement collapses
caused by record rainfalls and typhoons, transport interruptions due to snowfall, and other problems. In the
future heavy rains, strong typhoons, and violent weather phenomena such as tornados are expected to occur
more frequently, and there are concerns of growing climate risks.
Given these situation, there is a strong need to smoothly secure infrasturactures and personnel.
●Overview of the MLIT Climate Change Adaptation Plan (Summary of policies by sector)
Potential impact of climate change on transport and infrastructure(Natural disasters)
Frequent flooding, extremely large-scale flooding, increase in landslide frequency, significant impact on harbors and coasts(Water resources/environment)
Greater drought frequency, water quality changes(Peoples’ lives, industrial activity, etc.) Increased risks to transport infrastructure, large-scale rise in temperatures in urban areas, impact of storm andflood damage on distribution and tourism
Natural disasters

Water resources/environment¡Flood damage• Use facilities to prevent disasters involving flooding and relatively frequent external
forces from occurring• When facilities are subject to external forces which exceed their capacity, mobilize all
Frequency of inundations above floor level
personnel to implement measures to minimize damage• Disaster risk evaluation• Disaster risk information sharing
1) Disaster prevention measures for external forces with relatively high disaster risks• Thorough facility maintenance• Improvement of functionality of existing facilities• Design of facilities to minimize reworking, etc.
Frequency of inundations
above floor level2) Disaster mitigation measures for external forces which exceed facility capacities① Facility measures involving operation, structure, maintenance procedures, etc.
② Flood mitigation measures integrated with town planning and community development③ Evacuation, first-aid activity, business continuity, and other preparation¡Landslide disasters• Measures to address rise in landslide frequency, deep-seated landslide countermeasures• Warning and evacuation for landslides with little lead time
[Use in detailed disaster risk information• Land usage, dwelling styles, etc., that take disaster risks into consideration
evacuation decisions, town planning, etc.]¡High tides and tidal waves, etc
1) Harbors• Sea phenomena monitoring and regular evaluation for harbors• Countermeasures for external forces which exceed protection levels, etc.
2) Coasts• Disaster risk evaluation and countermeasures for individual disaster risks• Enhancement of coastal erosion countermeasures, etc.

¡Water resources• Measures for thoroughly leveraging existing facilities, using rainwater and reclaimed water, minimizing critical drought damage, etc.
¡Water environments• Monitoring and forecasting related research, water quality improvement measures

Infrastructure
measures¡Promotion and awareness raising, information provision• Promotion and awareness raising regarding disaster prevention and climate change information• Provision of geospatial information, etc.

Daily life/urban life
¡Transport infrastructure• (Rail) Flooding countermeasures for subway stations, etc.
• (Harbors) Business continuity plan (harbor BCP) formulation• (Airports) Hazard maps, airport snow removal system review and revision• (Roads) Safety, high reliability road network improvement, promotion of
telephone pole-free design, Active use of bicycle[Subway station flood prevention
using water blocking boards]• (Distribution) Distribution BCP, improvement of disaster support･supply
storage agreements, countermeasures for transport obstacles for rail cargo
movement¡Heat islands• Ground surface covering improvements (promotion of installation of rooftop
gardens on private land and public spaces, etc., urban park improvement,
treated sewage water usage, etc.)• Reduction of artificial exhaust heat (energy savings in houses and buildings, promotion of [Rooftop gardens on private land]
low-emission vehicles, more use of bicycle, promotion of usage houses of sewage heat, etc.)¡Observation, research, and technical development• Climate, sea level, and land observation and monitoring• Climate change forecasting, analysis of snow and ice environment change trends, etc.
• Impact of growing external forces on flooding and inland water measures and countermeasures

Industrial/
economic activity• Use of Northern Sea route• Measures for providing
information to foreign
travelers andcountermeasures fordamages by rumors¡International contributions• Global provision of Japanese disaster sector technologies and expertise• Participation in international observation, monitoring, and research, etc.

Source: MLIT (Tentative Translated by Eco-Mo Foundation)89

List of Abbreviations
BRT (Bus Rapid Transit)
CMP (Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol)
CNG (Compressed Natural Gas)
COP (Conference of Parties to the UNFCCC)EDMC (the Energy Data and Modelling Center)
ETC (Electronic Toll Collection System)
EU (European Union)
GIO (The Greenhouse Gas Inventory Office of Japan)
ICT (Information and Communication Technology)
INDC (Intended Nationally Determined Contribution)
IPCC (Intergovernmental Panel on Climate Change)
ISO (International Organization for Standardization)
ITS (Intelligent Transport Systems)
JCM (Joint Crediting Mechanism)
JMA (Japan Meteorological Agency)
LED (Light Emitting Diode)
LNG (Liquefied Natural Gas)LPAA (Lima-Paris Action Agenda)
LRT (Light Rail Transit)
METI (Ministry of Economy, Trade and Industry)
MLIT (Ministry of Land, Infrastructure, Transport and Tourism)
MOE (Ministry of the Environment)
NASA (US National Aeronautics and Space Administration)
NPA (National Police Agency)
OECD (Organization for Economic Co-operation and Development)
PM (Particulate Matter)
SPM (Suspended Particulate Matter)
UNCRD (United Nations Centre for Regional Development)
UNFCCC (the United Nations Framework Convention on Climate Change)
VVVF (Variable Voltage Variable Frequency)
WDCGG (World Data Centre for Greenhouse Gases)

90

Transport and Environment in Japan 2019
Published September 2019

Publisher
Foundation for Promoting Personal Mobility and Ecological Transportation
Goban-cho KU Bldg. 10, Goban-cho, Chiyoda-ku, Tokyo 102-0076, JapanTEL+81-3-3221-7636

FAX+81-3-3221-6674

URL

http://www.ecomo.or.jp/