2022

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 2022”,
published in March 2022 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 2021… …………………

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

2 Current status of automobile gas emissions…………………………………………………… 15
3 Current status of waste and recycling… ………………………………………………………… 16

Ⅲ．Measures in Response to Major Environmental Problems of
the Transport Sector… ………………………………………………………………………………… 19
1 Promotion of global warming countermeasures… …………………………………………… 19（１）Transport（１）
Transport sector countermeasures…
countermeasures… ……………………………………………………………… 19（Column:（
Column: Definition of the levels and the status of initiatives regarding autonomous driving
driving））……… 25（Column:（
Column: Air Environment-friendly SS (e→AS)
e→AS)））… ……………………………………………… 26（Column:（
Column: Effectiveness of car sharing in reducing environmental impact）
impact）……………… 42（２）Energy（２）Energy Saving Act-based measures…
measures………………………………………………………………… 43（３）International（３）
International maritime and air transport sector countermeasures…………………………
countermeasures………………………… 45（Column:（
Column: Emissions trading system measures）
measures）………………………………………………… 46

2 Promotion of emissions gas measures for trucks and busses (diesel vehicles), etc.…… 47（１）Promotion（１）
Promotion of emissions gas measures for diesel vehicles…
vehicles…………………………………… 47（２）Appropriately（２）
Appropriately maintained vehicle usage and appropriate fuel usage guidance
guidance…………… 49

3 Creation of a recycling-oriented society… ……………………………………………………… 50（１）Creation（１）
Creation of recyclable resource distribution systems
systems…… ……………………………………… 50（２）Creation（２）
Creation of vehicle recycling system…
system… …………………………………………………………… 51（３）Ship（３）
Ship recycling………………………………………………………………………………………………
recycling……………………………………………………………………………………………… 52

4 Measures by local governments, companies, citizens’
citizens’ organizations, etc.……… 53（１）Measures（１）
Measures by local governments…
governments……………………………………………………………………… 53（２）Measures（２）
Measures by companies in the transport sector
sector…… …………………………………………… 56（３）Measures（３）
Measures by citizens’
citizens’ organizationsorganizations…………………………………………………………………… 65（Column:（
Column: Nationwide Bus Map Summit ((BBus map creation initiative by citizens)
citizens)））……… 66（４）Measures（４）
Measures by the Eco-Mo Foundation
Foundation…… …………………………………………………………… 67

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

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

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

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

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

Ⅰ．Developments Related to Environmental Issues in 2021
There was a great deal of developments in 2021, both inside Japan and overseas, related to environmental
issues with the backdrop of the effects of the coronavirus pandemic. Below are some of the developments inglobal warming.

■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.
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.
On May 13, 2016, the Japanese cabinet approved the Global Warming Countermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
This plan indicates measures to be taken by each entity as well as by the government for the interim goalof reducing 26% by the fiscal year 2030 compared to the year 2013 level and provides a roadmap for achieving
the long-term goal of reducing 80% by the year 2050.
It includes comprehensive transport sector measures such as automobile and road traffic flow measures, thepromotion of public transport usage, and logistics efficiency improvements.
Furthermore, on June 11, 2019, the Cabinet issued a decision titled "Japan’s Long-term Strategy under theParis Agreement," a long-term strategy for develop with low greenhouse gas emissions in accordance with
the Paris Agreement, and submitted it to the convention secretariat.
COP25 was held in Madrid, Spain in December 2019 and although deliberation continued regarding theimplementation approach to use for market mechanisms, consensus was reached regarding the promotion of
ambitious climate change countermeasures to signatory countries. In all countries, the goal for greenhouse gas
reduction has been regularly updated, and a framework for working toward the achievement of the goal has
been set in motion.
As carbon neutrality by 2050 has become a global trend, Japan has declared that it will achieve carbon
neutrality by 2050 and has established a new greenhouse gas reduction goal for the fiscal year 2030 of 46%
below the 2013 level (about 760 million tons of CO₂), and that it will continue its challenge to make it reach the
50% level.
Last October, the“Plan for Global Warming Prevention,”the“Basic Energy Plan,”and the“Long-Term
Growth Strategy under the Paris Agreement”were revised, and new goals for reducing greenhouse gas
emissions in Japan under the Paris Agreement were submitted.
At COP26, which took place in Glasgow, UK, from the end of October through November, the“Glasgow
Climate Pact”was accepted, specifying that efforts to limit the increase in global average temperature to
1.5℃ should be pursued.

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,such as global warming and the destruction of the ozone
layer. For the next generation to receive a planet inwhich they can live in security, our generation must
rapidly implement countermeasures to these problems.

（1）Current status of global warming●Mechanism of the greenhouse effectModerate greenhouseeﬀect

Radiation into space
Greenhousegas
Sunlight
Infrared
light■The mechanism behind and impact of
global warming

Greenhouse eﬀect
with high concentrationof greenhouse gasses

Infraredlight

Sunlight

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 agreat 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 the glass in a greenhouse, raising the earth’stemperature. These gasses, which have kept temperatures in the range suited for life on earth, are calledgreenhouse 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. With regard
to the causal link between human activities and global warming, the Intergovernmental Panel on Climate
Change (IPCC) stated that“there is no doubt that human activities have induced atmospheric, ocean and land
warming”in the Working Group I Report (Natural Scientific Evidence) of the Sixth Assessment Report
released in August 2021. The report also indicated that the global average temperature for 2011-2020 was 1.09
[0.95 - 1.20] ℃ higher than that in the pre-industrial era (1850 - 1900), and the land temperature (1.59 [1.34 1.83] ℃ ) was higher than that of the sea surface temperature (0.88 [0.68 - 1.01] ℃ ).
As global consumption of fossil fuels continues to increase, atmospheric concentrations of greenhouse gases
will further increase, leading to global warming. The IPCC report states that the global average temperaturechange by the end of the 21st century compared to the pre-industrial era (1850-1900) will likely to be within
the range of 1.0 - 5.7℃ , and the average sea level by the end of the 21st century, which is calculated based on
the data obtained during 1995 – 2014, will likely to be within the range of 0.28 - 1.01 m. Global warming is
expected to increase the frequency and intensity of extreme weather events, and it is noted that, compared topre-industrial conditions, the extreme weather events that have occurred once every 10 years would be 9.4
times more in frequency and 5.1℃ more in intensity for extreme terrestrial temperatures, 2.7 times more in
frequency and 30.2% more in intensity for heavy terrestrial precipitation events, and 4.1 times more in
frequency with intensity greater by 1.0 standard deviation for agricultural and ecological droughts in arid
regions in a world with temperatures increased by 4℃ on average.

In the Paris Agreement, which was achieved at the 21st Conference of Parties (COP21) to theUnited Nations Framework Convention on Climate Change (UNFCCC) in 2015, it was stipulated thatthe increase in global average temperature should be well maintained within 2 ℃ compared to level
during the pre-industrial era, and that efforts to limit the increase to 1.5℃ should be continued. In
November 2021, the Glasgow Climate Pact was accepted at COP26 held in Glasgow, UK. In this pact,
they agreed that efforts should be made to limit the increase in global average temperature to 1.5℃
(Paris Agreement) and for that global carbon neutrality should be achieved by the middle of thiscentury. This will accelerate the movement toward carbon neutrality in the entire world.
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 ofuncertainty

Smallest
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 translation 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 2019 carbon dioxide accounted for 91% 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 2019)● 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%

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

0.5% or less

Source: IPCC（2007）

Hydroﬂuorocarbons（HFCS）
Dinitrogenmonoxide（N2O）1.6%

4.1%

Perﬂuorocarbons（PFCS）

0.3%

0.2%

Methane（CH4）

Nitrogen triﬂuoride（NF3）

2.3%

Dinitrogenmonoxide(N₂O)

6%Methane (CH₄)

20%

Sulfur hexaﬂuoride（SF6）0.02%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)

91.4%

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 the World Data Centre for Greenhouse Gases (WDCGG), the carbon
dioxide concentration in 2019 was 410.5ppm, significantly higher than the concentration before the industrial
revolution.

Carbon dioxide concentration (ppm)●The average concentration of carbon dioxide in the atmosphere(year)
Source: Japan Meteorological Agency (JMA) “Climate Change Monitoring Report 2020” (Tentative translation by Eco-Mo
Foundation)■Carbon dioxide emission volume by country

Carbon dioxide emission volume by country is as follows: China 28.4%, U.S. 14.7%, India 6.9%, Russia 4.7%,

followed by Japan at 3.2%. In terms of per capita emissions by country, Japan is number 8.
● Share of carbon dioxide emission volume bycountry (2018)● Per capita carbon dioxide emission volume bycountry (2018)

Brunei 0.02%
New Zealand 0.1%
Hong Kong 0.1%
Singapore 0.1%
Peru 0.1%
Chile 0.3%
Philippines 0.4%
Ukraine 0.5%
Vietnam 0.7%
Malaysia 0.7%
Thailand 0.7%
Taiwan 0.8%
France 0.9%
Italy 0.9%
UK 1.1%
Australia 1.1%

Brunei
Australia
CanadaU.S.
South Korea
RussiaTaiwanJapan
Singapore
Germany
Malaysia
China
New ZealandHong Kong
UK
Italy
Chile
FranceUkraineMexicoThailand
VietnamIndonesia
BrazilIndia
Peru
Philippine

Brazil 1.2%
Mexico 1.3%
Indonesia 1.6%
Canada 1.7%

Other

23.7%

China

28.4%

Global average
CO2 emissions
33.5 billion tons
U.S.

Japan

3.2%

Russia

4.7%

India

14.7%

6.9%

0

Germany 2.1%
South Korea 1.8%

2.37
2.03
1.94
1.71
1.56
1.24

7.23
6.84
6.51
5.72
5.3
5.25
4.58
4.45
4.07
3.55
3.47

5

8.54
8.4
8.4

10

11.7
11
10.9

15.3
15.3
15.1

15

16.7

20

tCO2/person

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2021”

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 2021, 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.
Japan decided on by the Global Warming Prevention Headquarters“Japan’s INDC (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“26.0% reduction in 2030 compared to 2013(25.4% reduction compared to 2005) (approximately 1,042 million tons of CO2)”.
In November-December 2015, the COP21 took place in Paris, France. The Paris Agreement, a new legal
framework to fight against global warming after 2020, was accepted at this conference and effectuated on
November 4, 2016.

COP24 was held in Katowice, Poland in December 2018, and consensus was reached regarding the“Paris Agreement”implementation rules, with some exceptions, on which negotiations had continued
for three years.
On June 11, 2019, the Cabinet issued a decision titled "Japan's Long-term Strategy under the Paris
Agreement" and submitted it to the convention secretariat.
COP25 was held in Madrid, Spain in December 2019 and consensus was reached regarding thepromotion of ambitious climate change countermeasures to signatory countries.

5

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

The results of the November 2021 COP26 are shown below.
Outcome of COP26, CMP16 and CMA3
November, 2021
Delegation of Japan
1. Outline
The 26th session of the Conference of the Parties to the United Nations Framework Convention on Climate Change (COP26),
the 16th session of the Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol (CMP16), and the
3rd session of the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement (CMA3), as wellas the 52nd -55th session of the Subsidiary Body for Implementation and the Subsidiary Body for Scientific and Technological
Advice, were held respectively in Glasgow, UK from October 31st to November 13th. From Japan, Prime Minister KISHIDA
Fumio participated in the World Leaders Summit and called all Parties to take ambitious climate change countermeasures by
setting the period until 2030 as the critical decade.
Minister of the Environment YAMAGUCHI Tsuyoshi also participated in ministerial meetings which were held in the second
week of the conferences. In addition, officials from the Ministry of Foreign Affairs, the Ministry of the Environment, theMinistry of Economy, Trade and Industry, the Ministry of Finance, the Ministry of Education, Culture, Sports, Science andTechnology, the Ministry of Agriculture, Forestry and Fisheries, the Ministry of Land, Infrastructure, Transport and Tourism,
the Financial Services Agency, the Forestry Agency, and the Japan Meteorological Agency participated in the conferences.
As a result of two week-long negotiations, important agenda items such as the implementation guidelines for Article 6 of theParis Agreement (market mechanisms) that have been being negotiated since COP24, the reporting formats in the enhanced
transparency framework under Article 13, and common time frames reached conclusions, thereby completing“the Paris
Rulebook”.
In addition, as for the“Presidency Programme”that was initiated by the UK Presidency by setting several themes,
Japan shared its respective actions and signed up to a number of implementation frameworks for the climate change
countermeasures.
2. World Leaders Summit
Prime Minister KISHIDA participated in the World Leaders Summit on November 2nd.
The meeting was the first leaders level meeting since COP21 in 2015 when the Paris Agreement was adopted. In thissummit, more than 130 leaders made speeches and announced each country’s efforts to put forward global climate change
countermeasures.
Prime Minister KISHIDA called all Parties to take ambitious climate change countermeasures, recognizing the period
until 2030 as the critical decade. He also shared Japan’s commitments in the field of climate change such as its updated
nationally determined contribution (NDC) toward 2030, 10 billion USD additional assistance in the coming five years anddoubling adaptation finance, promoting green innovation and participating in the Global Methane Pledge. These commitments
announced in Prime Minister’s speech were highly appreciated and welcomed by a number of countries and organizations
which participated in the summit.
Prime Minister KISHIDA also had bilateral meetings with the Secretary General of United Nations, as well as Leaders of theUK, the US, Australia, Vietnam, India, Canada, the European Commission, Mongolia, Sri Lanka, Kyrgyz, Ecuador, Kuwait, andIceland.
3. Summary of the Negotiations(1) COP/CMP/CMA cover decisions
COP/CMP/CMA cover decisions were agreed upon with the contents including science, adaptation, adaptation finance,
mitigation, finance, technology transfer, capacity-building for mitigation and adaptation, loss and damage, implementation, andcollaboration. COP and CMA decisions called on Parties to take ambitious mitigation and adaptation actions for realizing netzero greenhouse emissions by or around the mid-century and also towards 2030 as a way point of that goal in line with thebest available science.
Throughout the negotiation on cover decisions, Japan proposed that it was necessary to call on all Parties to pursue efforts
to limit the temperature increase to 1.5 ̊C as referred to in the Paris Agreement, which requires unified action by theinternational community and to take further actions during the critical decade until 2030, and to include language calling on
Parties to communicate, as appropriate, enhanced NDCs and Long-term Strategies in line with the pursuit of efforts for 1.5 ̊Cmentioned above.
(2) Article 6 (market mechanisms)
Regarding Article 6 of the Paris Agreement, issues such as the rule to prevent double-counting of internationally transferredmitigation outcomes, the treatment of the activities and credits from the CDM (clean development mechanism) under the
Kyoto Protocol, adaptation support through Article 6, and the methodologies to identify credits were negotiated. Japan madea significant contribution to the conclusion of the negotiation in particular by a breakthrough proposal it had made to prevent
double-counting, which was reflected in the rules of Article 6. In addition, partial transition of activities and credits from CDM
under the Kyoto Protocol to the Paris Agreement as well as the ways to support adaptation were decided. By the adoption of
the implementation guidelines on Article 6, the Paris Rulebook was completed in its entirety.
(3) Enhanced Transparency Framework
Regarding the enhanced transparency framework, the reporting formats of national inventory reports of greenhouse gas
emissions and the information necessary to track progress in line with the modalities, procedures and guidelines adopted at
CMA1 were negotiated. As a result of the negotiations, it was decided that all Parties will use the common reporting tables
for national inventory reports and the tabular formats which are comparable for information necessary to track progress,
which is consistent with what Japan has been advocating. Parties also agreed to continue discussions on how to support
reporting including through capacity building, by setting a new agenda item at the CMA4.
(4) Common Time Frames
Parties to the Paris Agreement shall communicate NDCs every five years. However, there was no provision for how many
years Parties should set their target for NDCs. Therefore, it had been decided that Parties shall consider the common timeframes for NDCs to be implemented after 2031. As a result of the negotiations, decision in which all Parties are encouraged tocommunicate in 2025 their NDCs with an end date of 2035, in 2030 their NDCs with an end date of 2040 (thereafter every five
years) was adopted.
(5) Adaptation and Loss and Damage
Regarding adaptation, the issue relating to the implementation of the global goal on adaptation (GGA) was discussed and it6

1 Current status of global environmental problems

was decided to set an agenda item dedicated to the GGA and to launch the comprehensive two-year Glasgow–Sharm el-Sheikh
work programme on the GGA.
Regarding loss and damage, the function of the Santiago Network and financial support for technical assistance were discussed
and it was decided to launch the Glasgow dialogue at the Subsidiary Body session in spring next year and to continue todiscuss the issues regarding loss and damage.
(6) Climate Finance
The issues such as long-term climate finance, post-2025 new collective quantified goal on finance, Standing Committee on
Finance (SCF), the Financial Mechanisms were discussed. Among these agenda items, developing country Parties criticizedthat developed country Parties fell short of the goal to collectively mobilize 100 billion US dollars per year by 2020. Ministerial
consultations were held to address the gaps between developed and developing country Parties regarding their positions forthe long-term climate finance and the post 2025 new collective quantified goal on climate finance.
As a result of the negotiations, it was agreed that the agenda item of long-term climate finance continues to be discussed
until 2027 when data on climate finance provided and mobilized in 2025 will be made public. In addition, the importanceof the adaptation assistance in developing countries was specifically highlighted during this session and the language thatrequests developed country Parties to at least double their adaptation finance by 2025 compared to 2019 levels was includedin the CMA cover decision. As for setting a new collective quantified goal on climate finance, Ad Hoc Work Programme wasestablished and consultations within the body will be held from 2022 to 2024, following the negotiations on the process of
consultations on this issue.
(7) Other items
Various kinds of negotiation agenda items were discussed at COP26: including periodic review; global stock take; technology
development and transfer; capacity building; agriculture; research and systematic observation; response measures; climatechange and gender; and action for climate empowerment (ACE). As to ACE, the 10-year Glasgow work programme on ACE,
which stipulates implementation items for education and public awareness was adopted. The election of members of theConstituted Bodies under the UNFCCC was also conducted and six Japanese members whose terms expired were reelected.
Regarding COP27, it was agreed that Egypt will host the session from November 7th to 18th, 2022.
Three members of the Japanese delegation were assigned to the co-facilitators of three negotiation agenda items under COP,
CMP and CMA and took a lead in their respective negotiations.
4. Ministerial Bilateral Meeting
Minister of the Environment YAMAGUCHI had a total of ten bilateral meetings with the US, Brazil, Canada, China, Germany,
Egypt, European Commission, France, India, and Singapore. In these meetings, Minister YAMAGUCHI discussed the ways
to agree on each negotiation item including through Japan’s solution proposals on the implementation guidelines of Article 6,
shared its measures to realize net-zero by 2050 and exchanged views on measures that should be taken during the critical
decade until 2030.
5. Presidency Programme
Under the Presidency programme, various events were held on the following theme(s) specifically assigned to each day during
the COP session: ambition; innovation; forest and land use; finance; energy; youth and public empowerment; nature; adaptationand loss and damage; gender; science; transport; and city and region.
At the‘Accelerating Clean Technology and Deployment’ event, the Glasgow Breakthroughs Agenda was launched to present
measures towards 2030 in the fields of electricity, land transport, steel, hydrogen and agriculture. Japan participated in four
fields in the Agenda to which it was invited.
In the forest and land use event, Japan signed up the Glasgow Leaders’ Declaration on Forests and Land use to promote
global countermeasures against decreasing forests. To this end, Japan participated in the Global Forest Finance Pledge andmade a commitment to contribute approximately 240 million US Dollars, as well as participated in the COP26 Congo Basin
Joint Donor Statement and the Forest, Agriculture and Commodity Trade (FACT) Dialogue.
In the transport event, Japan participated in the Clydebank Declaration to support the establishment of green shipping
corridors in which zero-emission ships operate and the International Aviation Climate Ambition Coalition to aim for setting
a long-term aspirational goal in view of the industry’s commitments towards net-zero CO2 emissions by 2050. Minister ofLand, Infrastructure, Transport and Tourism, SAITO Tetsuo gave video messages to the establishment of the above twocooperative frameworks respectively.
Japan also participated in the youth and public empowerment event and shared its own activities in this regard.
In the ministerial session during the adaptation event, Japan introduced the recent submission of its adaptation communication
to the UNFCCC, financial assistance and adaptation assistance as well as human resources training provided through the AsiaPacific Climate Change Adaptation Information Platform (AP-Plat).
6. Promotion of Japan’s actions and side-events(1) Japan Pavilion
Japan established its pavilion in the Scottish Event Campus which was the venue for COP26. During the COP session,
the Japan Pavilion showcased Japanese entrepreneurs’ cutting-edge technologies for decarbonization and non-state actors’
activities (with twelve actual and thirty-three virtual displays) and conducted thirty-one in-person and virtual seminars toshare related information.
These displays and seminars had two pillars of information shared on Japan’s activities: domestic measures to realize netzero by 2050 and support for the Asia-Pacific region to transition towards decarbonization. In particular, the following
domestic and international policies of Japan were shared with the participants: a vision to realize a decarbonize, climateadaptive and circular society by promoting diverse and multilayered initiatives that are rooted in daily life and are based on"cities and regions; policies to make Fukushima a leading region which simultaneously realize both a decarbonized society
and its recovery from the nuclear accident; collaboration between the government and non-state actors such as privatecompanies, academy, NGO and youth for decarbonization; policies to expand urban and regional decarbonizing activities to theinternational society; and policies to formulate a regional guideline to promote greenhouse gas emissions tracking for privatecompanies in Asia.
The event“Tokyo beyond-zero week in Glasgow”including several seminars was also held to share the importance ofensuring various pathways for energy transitions, innovation and engagement in Asia and other areas.
(2) Other side events
In the official side event“High-Level event of the Regional Climate Weeks 2021”, Japan explained the significance of the AsiaPacific Climate Week hosted by it and its financial assistance to the world. Among others, it also highlighted the importanceof Life Cycle Management Fluorocarbons including thorough the ministerial meeting of Climate & Clean Air Coalition (CCAC).
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 2019 Japan emitted approximately 1,108 million tons of carbon dioxide, roughly 15.9% more than it did in

2013. The per capita emissions volume in 2019 was approximately 8.78 tons.
●Trends in carbon dioxide emissions in Japan
1,600

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

1,400

9.98 9.90

1,200 1,164 1,175 1,185 1,177

10.00

9.85

9.93

1,232 1,244

1,256 1,249

1,209

1,246

1,269 1,254

9.95

9.91
9.64

9.56

9.41 9.47 9.51 9.42

1,300

9.84

10.25 10.34

10.20

9.11

1,306

1,283 1,291 1,286 1,294 1,271

9.64

9.51

1,235
1,166

1,217

1,267

1,308 1,318

10
9.50

9.39
9.06

1,266

1,226

8.78 91,206 1,190

1,100

1,146

1,108 8

1,000
7
900
0

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 2017 2018 2019

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

9.84 9.91

1,500

10.06 10.11 10.07 10.12

0（Year）

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

The industrial sector accounts for 34.7% of Japan’s carbon dioxide emissions, the transport sector for 18.6%,

business and other sectors account for 17.4%, and the home sector accounts for 14.4%.
●Amount of carbon dioxide emissions in Japan (by sector) 2019
Waste（Incineration, etc.）2.8%

Industrial process and ﬁnished goods usage 4.1%

Other（Agriculture, etc.）0.3%

Energy conversion sector（Power plants, etc.）7.8%

Home
sector

14.4%
Industrial sector（Plants, etc.）
Business and other sectors（Commerce, services, oﬃces, etc.）

17.4%

34.7%

Transport
sector（Automobiles, etc.）

18.6%

8

Total carbon dioxide
emissions in 2019
1,108 million tons

Source: GIO “Greenhouse Gas Inventory”

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 has been falling sincepeaking in 2005. In 2011 the focus on energy conservation following the Great East Japan Earthquake brought
about another decline in final energy consumption. In the fiscal year 2019, GDP substantially decreased by
0.3% compared to the year 2018, and the final energy consumption decreased by 2.1% as a consequence of coolsummer and mild winter that resulted in less demand for heating and cooling.
Looking at energy consumption trends from 1973 to 2019, energy consumption for the company andbusiness site sector grew 1.0-fold (0.8-fold for the industrial sector and 2.1-fold for the business and othersectors), 1.8-fold for the home sector, and 1.7-fold for the transport sector. Since the first oil crisis, thecompany and business site sector, although experiencing economic growth, have seen the same level inenergy 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 have seen a great
increase in energy consumption because of the spread of energy equipment and automobiles. As a result,while the company and business site sector, the home sector, and the transport sector accounted,
respectively, for 74.7%, 8.9%, and 16.4% of total energy consumption in 1973, in 2019 these ratios hadchanged to 62.7%, 14.1%, and 23.2% respectively.

■Dependence on petroleum for energy consumed in JapanThe amount of oil supply in Japan as a primary energy source

decreased due to the promotion of oil substitution policy and energy
conservation policy triggered by the oil crisis, but turned to increase in
the late 1980s after the application round of easier energy conservation
measures and with a decline in oil prices. Since the mid-1990s, the supply
has been on a downward trend again due to progress in the use ofenergy alternative to petroleum and improved fuel efficiency of
automobiles. The supply in the fiscal year 2019 is 7,100 PJ on a calorificvalue basis.

●Crude oil imports by supplying
country (2019)
Ecuador 1.3%

Bahrain 1.4%
U.S. 1.6%

resources is a structural issue in Japan’s energy supply and demand.
Japan imports the crude oil from the Middle East region including Saudi

4.8%

Saudi Arabia

Kuwait

8.9%

Qatar

9.3%

Total import
volume173,044,000kℓ

34.1%

UAE

32.7%

Source: created based on METI
“Yearbook of Mineral Resources andPetroleum Products Statistics”(Tentative translation by Eco-Mo
Foundation)

Arabia, the United Arab Emirates, Qatar, Kuwait, Iraq, and Oman, andtheir combined share in total was 89.6% in the fiscal year 2019.
(Source: METI“Energy White Paper 2021”(Tentative translation by Eco-Mo Foundation))

9

Others 2.3%

Russiasince around 1970 until the fiscal year 2019. It is clearly stated in the
structure that relies on foreign countries for the majority of its energy

Kazakhstan 0.9%

Oman 1.7%

The crude oil self-sufficiency rate in Japan has remained below 0.5%
Fifth Basic Energy Plan, which was revised in July 2018, that the supply

Iraq 1.1%

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

Japan’s total carbon dioxide emissions in 2019 (1,108 million tons), emissions from the transport sector

accounted for 18.6% (206 million tons). Emissions from all vehicles together accounted for 86.1% of thetransport sector emissions (16.0% of Japan’s total emissions), emissions from all passenger vehicles accounted
for 49.3% of the transport sector emissions (9.2% of Japan’s total emissions), and emissions from trucks
accounted for 36.8% of the transport sector emissions (6.8% of Japan’s total emissions).
●Trends in carbon dioxide emissions by the transport sector
CO2 emissions in Japan by sectors

CO2 emissions by the transport sector

Transport sector

Other
165 million tons

Break
down

(Automobiles, ships, etc.)
206 million tons

《14.9%》《18.6%》

Total CO2

Industrial sector
384 million tons

emissions
1,108 million tons
(2019)○ Emissions from all vehicles
together accounted for 86.1% oftransport sector emissions(16.0% of all Japanese emissions)

Private cars
94.58 million tons

[45.9%]

Commercial trucks
41.93 million tons
Business and othersectors 193 million tons

《34.7%》《17.4%》[20.4%]

Private trucks
33.9 million tons

[16.5%]○ Emissions from all passenger
vehicles accounted for 49.3% oftransport sector emissions(9.2% of all Japanese emissions)○ Emissions from trucks accounted
for 36.8% of transport sector
emissions(6.8% of all Japanese emissions)Buses
3.99 million tons [1.9%]
Taxis
2.23 million tons [1.1%]
Motorcycles
0.72 million tons [0.3%]
Other transport
Airplanes
10.49 million tons [5.1%]
Coastal shipping
10.25 million tons [5.0%]

Home sector
159 million tons

《14.4%》

Railroads
7.87 million tons [3.8%]

Transport sector CO2 emissions (million tons)※ Due to rounding, total values may not match.
※ Emissions from power generation by power providers and emissions from heat generation by heat providers are allocated to theirrespective final demand sectors in proportion to energy consumption amounts.
※ Created by the MLIT Policy Bureau Environmental Policy Division based on the Greenhouse Gas Inventory Office of Japan’s“Greenhouse Gas Emissions Data of Japan (1990 to 2019)”※ Motorcycles were included in“Business and other sectors” until 2015 data, but were calculated as an independent item in thetransport sector from 2016 data.

Private cars

TrucksOther transportBuses, taxis,
railroads, ships,
airplanes, motorcycles(Year)

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

10

1 Current status of global environmental problems

From 1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 22.7%, but from1997 to 2001 emissions remained roughly level, and began falling from 2001 onwards.
Carbon dioxide emissions in the fiscal year 2019 decreased compared to the year 2005 and 2013 due toimprovements in vehicle fuel efficiency and a decrease in transport volume. The emissions also decreased
compared to the previous year, marking it the seventh consecutive year of decline in emissions.

■Carbon dioxide emission volume per unit of transport volume

Generally speaking, when the transport volume increases, so does the amount of carbon dioxide emissions.

Transport volume is affected by economic trends and other factors, so for total carbon dioxide emissions in
the transport sector to fall regardless of changes in transport volume, it is important to promote highly
effective transport.
In this section, we compare the amount of emissions per unit of transport volume, an indicator of efficiency,
for passenger transport and freight transport.
For passenger transport, the carbon dioxide emissions from each mode of transport are divided by thetransport volume (person-kilometers) to calculate the carbon dioxide emissions per unit of transport volume.
The results are shown in the figure below.
●Carbon dioxide emission rates by passenger transport mode (2019)

Passenger cars

130

Airplanes

98

Bus

57

Passenger cars

130

Railway17

Airplanes
0

25

50

98
100

75

125

150

175

200

ｇ-CO2/person-kilometer
57

Bus

For freight transport, the carbon
17 emissions from each mode of transport are divided by the
Railway dioxidetransport volume (ton-kilometers) to calculate the carbon dioxide emissions per unit of transport volume. The
Private ｔrucks 025

results are shown in the figure below.

50

75

100

125

150

1166
175

200

ｇ-CO2/person-kilometer

Commercial ｔrucks

225●Carbon dioxide emission rates by freight transport mode (2019)
Ship

41

Private ｔrucks

1166

Railway

18

Commercial ｔrucks

225
200

0
Ship

41

Railway

18
0

400

600

800

1000

1200

1400

1000

1200

1400

ｇ-CO2/ton-kilometer

200

400

600

800

ｇ-CO2/ton-kilometer

Source: MLIT website (Tentative translation 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) 2018

Airplanes

15.7%

Hire / Taxi 1.0%

Hire / Taxi 1.0%

Busses

Airplanes

10.6% 15.7%
Busses10.6%
Privaterailways
27.0%Japan Railway
(JR)

45.7%

Japan Railway
(JR)

45.7%

Private railways

27.0%*1 The air transport volume percentage is the total of both regular and irregular services.
*2 The passenger vehicle, etc., percentage includes both light-vehicle and truck transport.
*3 The bus and hire/taxi, etc., percentage does not include private vehicle transport.
*4 Passenger ship figures have not been released.
Airplanes（domestic route）%
Railway
%

0.3

5.2

●Modal shares of domestic freight transport (100 million ton-km) 2018
Airplanes（domestic route）0.3%

Railway 5.2%

Domestic
shipping

Commercial
trucksDomestic
shipping

Commercial
trucks

43.7%

44.0%

43.7%

44.0%

Private trucks 6.8%

Private trucks 6.8%
*1 The air transport percentage is the total of both regular and irregular services, 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 2020” (Tentative translation by EcoMo Foundation)

12

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

Over the past few years automobile fuel efficiency improvements and increased shift from in-house or

private operation to commercial truck operation have brought about a reduction in carbon dioxide emissions
by the transport sector. Emissions in 2019 were 206 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

Truck
50
40
30
Passenger car

20
10
0

1966

Year
1970

1974

1978

1982

1986

1990

1994

1998

2002

2006

2010

2014

2018 2021

1: Passenger vehicles includes mini-vehicles.
2: Number of vehicles as of the end of March of each year.
Source: Automobile Inspection & Registration Information Association website (Tentative translation 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, U.S. has the world’s highest automobile
ownership rate, at 862 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 2.7% globally in 2018, but in China it grew by 9.3%. Automobile
ownership in countries with enormous populations is predicted to have some impact on global
warming, and is an area where attention is being increasingly focused.
●Automobile ownership rates in individual countries 2018
(Automobiles per 1,000 persons)

900

600

World

Vietnam

India

Philippines

Peru

Hong Kong

Indonesia

Singapore

China

Brazil

UkraineThailand

Chile

TaiwanMexicoRussiaSouth Korea

Malaysia

FranceUK

GermanyJapan

Brunei

CanadaItaly

Australia

New Zealand

0

U.S.

300

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2021”

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 2019 air quality standards achievement
rates for NO2, with 100% achievement rates for fourteen consecutive years since 2006. Automobile exhaustgas monitoring stations＊2 have remained at the same levels as 2018, at 99.7%.
For SPMs, nationwide 2019 air quality standards achievement rates were 100% for air pollution monitoring
stations and 100% for automobile exhaust gas monitoring stations. These have stayed roughly level for bothtypes of stations in comparison to 2018 (air pollution monitoring stations: 99.8%, automobile exhaust gas
monitoring stations: 100%).

＊ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,446 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: 400 stations)15

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

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 2019 the total amount of waste was 42.74 million tons. The total amount of recycled waste in2019 was 8.4 million tons. The ratio of total waste which was recycled has grown tremendously, from 5.3% in1990 to 19.6% in 2019.

Total waste volume（million tons/year）

60

1,200
Total waste volume
Per capita daily waste

55

1,100

50

45

40

964
45.36

2010

45.43

2011

45.23

2012

1,000

958
44.87

2013

947

939

44.32

43.98

2014

2015

925

920

918

918

43.17

42.89

42.72

42.74

2016

2017

2018

2019 （Year）

900

800

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

Source: MOE website (Tentative translation 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

400

386

381

379

385

2011

2012

2013

393

391

387

384

2014

2015

2016

2017

379

380

2018

2019

350

300

250

200

2010

(Year)

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

3 Current status of waste and recycling③ Remaining lifespans and remaining capacities of general and industrial waste
final disposal sites

As of the end of 2019 there were 1,620 general waste final disposal sites in Japan with a remaining capacityof 99.51 million m3. The average remaining lifespan was 21.4 years. The remaining capacity remains atroughly the same level as the remaining lifespan.
The remaining capacity of industrial waste final disposal sites as of the end of 2018 was 158.65 million m3,
0.6 million m3 less than the previous year. The average nationwide remaining lifespan is 17.4 years with
gradual improvements being made.

●Remaining lifespans and remaining capacities of final disposal sites (general waste)
25

350

19.3

18.9

19.7

19.3

20.4

20.1

20.5

250

21.8

21.6

21.4
20

Remaining capacity
Remaining lifespan

15

200
150
100

114

111

112

10
107

106

104

100

103

101

100
5

50
0

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

0（Year）

Source: MOE website (Tentative translation by Eco-Mo Foundation)●Remaining lifespans and remaining capacities of final disposal sites (industrial waste)
18

400
Remaining capacity
Remaining lifespan

Remaining capacity（million ㎥）

300

16.0
14.9

13.2

13.6

13.9

16.6

17.4
16.4

17
16
15
14

14.7

13
12

250

11
10
9

200

8
7

150

6
5

100

4
3

50

Remaining lifespan（years）

350

17.0

2
1

0

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

0

（Year）

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

17

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector④Trends in number of incidents of illegal dumping, etc., and amount dumped

151 incidents of illegal dumping of industrial waste, a total of 76,000 tons of waste, were discovered in 2019,

along with 140 incidents of improper disposal (56,000 tons). Newly discovered cases of illegal dumping
decreased considerably and steady results are being observed. Regarding improper disposal, new incidents
were discovered in 2019; thus, elimination thereof has not yet been achieved.
1,400

140.0

●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

1,049

1,000

855

679

600

673

719

554

40.8
40.8

400

42.4

42.4

43.3

43.3 City incidents
Gifu
40.3

56.7

40.3
31.8

00

554558

Gifu City incidents

44.4

21.9

21.9

80.0

673

74.5

719

44.4

200

100.0

934

74.5

600

200

100.0

934

855

679

400

120.0

894

1,027

120.0

894

800
800

1,027

140.0

24.2

24.2

558

56.7

Tado-cho,
Kuwana City
Tado-cho, incidents

Kuwana City
incidents
382

41.1

5.8

Tenri City,
Nara Prefecture
incidents

Amount dumped（10 thousand tons）

1,400

13.1

1995
1997
1998
1999
200020002001 2001
2002 2002
2003 2004
2007
2008
2009
20102009
20112010
2012 20112013 20142018201919951996
1996
1997
1998
1999
2003 2005
20042006
2005
2006
2007
2008
2012 2015
20132016
20142017201520162017 2018 2019（Year）（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.
numberof incidents
ofidentified
illegal dumping
and the amountof illegally
dumpedwaste
were
based onof illegal
dumping of 10t or moreofTheindustrial
waste
per incident
by the governments
of prefecturesanddesignatedcities(ascalculated
well as all incidents
of incidents
illegal dumpingof 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).
controlledindustrial
waste).
２．
The
white areasof the bar
graph correspond to the following incidents,
２．
The whiteareasof thescalebar graphcorrespondto thefollowing incidents,
・2003,
Gifu City‒ Largeincidents
were reported
in 2003
・2004,NumazuCity−Large
incidents
were
reportedin 2004
・2003,
Gifu City‒ Largescale
scale
incidents
were
reportedin 2003・2006,
Chiba
City−Incidents
werescalediscoveredin 1998,
reported
2006
・2004,NumazuCity−Large
incidents
werebutreported
inin2004
・2008,
Tado-machi,
Kuwana City−Incidents
were discoveredin but2006,butreportedin 2008
・2006,
Chiba City−Incidents
were discoveredin 1998,
reportedin 2006
・2010,
Hino-machi,
Shiga
Prefecture−Incidents
werediscoveredin 2009,but
reportedin 2010
・2008,
Tado-machi,
KuwanaCity−Incidents
werediscoveredin 2006,but
reportedin 2008
・2015, Koka City, Shiga Prefecture, Ube City, Yamaguchi Prefecture and Kuji City, Iwate Prefecture −Incidents were reported in 2015
・2010, Hino-machi, Shiga Prefecture−Incidents were discovered in 2009,but reported in 2010・2018, Tenri City −Incidents were reported. Also、Incidents discovered in 2016 by Yokosuka City and incidents discovered in 2017 by Shibayama-machi,・2015,
Koka
City,
Shiga
Prefecture,
Ube
City,
Yamaguchi
Prefecture
and
Kuji
City,
Iwate Prefecture −Incidents were reported in 2015
Chiba Prefecture are included.
・2018,
Tenri City
were reported.
Also、
in 2016
by Yokosuka
City andincidents
discoveredin 2017
・2019,
Kurashiki
City −Incidents−Incidents discoveredin 2014
by Incidents
Yamaguchidiscovered
City, Yamaguchi
Prefecture
and incidents
discoveredin 2016
by Kurashiki
City by
areShibayama-machi,
Chiba Prefecture are included.
included・2019,
Kurashiki−Incidents
discoveredin 2014 by Yamaguchi City, Yamaguchi Prefecture and incidents discovered in 2016 by Kurashiki City are
3. Sulfuric
acid
pitch wasCity
excluded
from thisstudy.
included
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 itwaslater discovered
manufacturer
and sellerof Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
3.
Sulfuric
acid pitchthat
wastheexcluded
from thisstudy.
Illegaldumping
was confirmed
45 locationsin 4 prefectures,and720,000
Ferosilt removalhasbeen completed
all ofthese
4.
Ferosilt
dumping
incidentsinwere
not includedin this study.
tons ofFerosilt
were soldinandusedaslocations.
backfilling material since August 2001, but it

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

* Amounts
rounded,so confirmed
totals may in
not45
match.
t
Illegal are
dumpingwaslocationsin 4 prefectures, and Ferosilt removal has been completed in all of these locations.

* Amounts are rounded, so totals may not match. t

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

18

60.0

60.0
Tenri City,
Nara Prefecture
incidents

Hino-cho,
13.1
Numazu382
City 5.8
Hino-cho,Shiga Prefecture
Koka City,
40.0Kurashiki
incidents
308 Prefectureincidents
Numazu City
31.8
Shiga
City
Kurashiki
Koka City, Shiga Prefecture
incidents 20.4
1.4 Shiga
279
308
incidents
incidents
incidents
City
Prefecture
20.4
1.4
Chiba City279
4.2
incidents
14.7 incidents
Chiba Cityincidents
216
4.2
14.7
216
incidents
20.3
192
1.1
187
20.3
192 187
1.1
163 15.7 151
17.2
159 165 16316.6
17.2
159 165 16.6
15.7131151 20.0
13.1
131
13.1
155
10.2
10.2
20.7
1.9 143 155 7.6
20.7
7.6
1.9 143
6.2
17.8 17.8
5.7
6.2
5.3
14.4
5.3 4.4
4.4 2.9 2.9 3.6
12.014.4 5.7
12.0
2.9 2.9
2.7 3.6
2.7
4.8
4.8
2.6 3.4 0 2.6 3.4

41.1

80.0

40.0

20.0

0

1 Promotion of global warming countermeasures

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 2019 was 8.2% lower than the amountemitted in 2013, and 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 translation by Eco-Mo Foundation)

19

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector①Promotion 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 cars and small trucks,
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 cars. These new standards aimed
for a 23.5% improvement in fuel efficiency (versus 2004) for passenger cars by 2015.
In March 2013 new fuel efficiency standards were created for passenger cars, aimed at 2020, requiring fuelefficiency 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 trucks, 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).
In March 2019, fuel efficiency standards for 2025 were formulated for heavy duty vehicles (trucks, buses,etc.), based on the assumption of equivalent shipment volume ratio as in 2014, requiring them to be 13.5%
more fuel efficient than 2015 standards.
In March 2020, assuming that the ratio of vehicles shipped remains the same as that of 2016, 2030 was
designated as the target year with new fuel efficiency standards formulated to improve fuel efficiency inpassenger cars by 44.3% compared to the standard value for 2020.
○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.
20

○貨物自動車○貨物自動車【ガソリン貨物自動車（車両総重量2.5ｔ以下）】 目標年度：２０１０年度 測定方法：１０・１５モード 1 Promotion of global warming countermeasures【ガソリン貨物自動車（車両総重量2.5ｔ以下）】
目標年度：２０１０年度 測定方法：１０・１５モード
軽貨物車
軽量貨物車
中量貨物車
区分
軽貨物車
軽量貨物車
～702
703～827～1265中量貨物車
1266
区分
828～ ～1015 1016～
1516～（車両重量㎏）～702
703～827
～1265
1266
Under
JC08
Mode,
drivingisperformed
usingagreaternumberof
speedchanges to reflect actual driving
構造Ａ
構造Ｂ
構造Ａ
構造Ｂ
構造Ａ
構造Ｂ
～1515
828～ ～1015 1016～
1516～（車両重量㎏）
構造Ａ 構造Ｂ 構造Ａ 構造Ｂ構造Ａ 構造Ｂ ～1515
燃費基準値
10.3
18.9
16.2
16.5
15.5
14.9
14.9
13.8
12.5
11.2
ＡＴ
燃費基準値
（km/L）It also
conditions.
measurement
under12.5
which
10.3 are started with cold engines, in
18.9includes
16.2
16.5
15.5
14.9 methods
14.9
13.8
11.2 vehicles
ＡＴ（km/L）
燃費基準値
ＭＴ
20.2
17.0
18.0
16.7
15.5
17.8
15.7
14.5
12.3
10.7
9.3
燃費基準値
（km/L）
additionto startingup
ＭＴ
20.2with
17.0warmed
18.0
16.7engines.
15.5
17.8
15.7
14.5
12.3
10.7
9.3
（km/L）【ディーゼル貨物自動車（車両総重量2.5ｔ以下）】 目標年度：２００５年度 測定方法：１０・１５モード
The World Light Vehicle Test
Procedure (WLTP)
was established at the UNECE World Forum for【ディーゼル貨物自動車（車両総重量2.5ｔ以下）】
目標年度：２００５年度
測定方法：１０・１５モード
中量貨物車
区分
軽量
中量貨物車
～1265
1266
1516
区分
軽量
1766～
（車両重量㎏）
Harmonization
of貨物車
Vehicle～1265
Regulations(WP29),
held in March 2014. In October 2016 Japan added WLTP to
1266
1516
貨物車 構造Ａ 構造Ｂ ～1515 ～1765 1766～（車両重量㎏）
構造Ａ 構造Ｂ ～1515 ～1765
燃費基準値
JC08
Mode
as
a
methodoftestingexhaustgas
emissionsand fuel efficiency for passenger vehicles.
15.1
14.5
12.6
12.3
10.8
9.9
ＡＴ
燃費基準値
（km/L）
15.1
14.5
12.6
12.3
10.8
9.9
ＡＴ
（km/L）
燃費基準値
12.5
17.7
17.4
14.6
14.1
ＭＴ
燃費基準値
（km/L）
12.5
17.7
17.4
14.6
14.1
ＭＴ
（km/L）●Passenger vehicles【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）】[Fixed-route buses (automobiles with capacities of 10 or more and with目標年度：２０１５年度
a total vehicle weight in 測定方法：ＪＣ０８モード
excess of 3.5 tons)] Target year: 2025 Measurement methods: JH25 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）】
目標年度：２０１５年度 測定方法：ＪＣ０８モード
軽貨物車
Category 区分
軽貨物車
～740
741
856
971～
(Total vehicle
weight区分(t))（車両重量㎏）～740 741～855 856～970 971～（車両重量㎏）
Fuel efficiency
～855
～970
20.3
構造Ａ
ＭＴ
23.2
standard (km/L)
20.3 18.9
構造Ａ
ＭＴ
23.2
燃費基準値（km/L）
ＡＴ
20.9
19.6
18.9and
燃費基準値（km/L）
ＡＴ
20.9
19.6
構造Ｂ
ＭＴ
18.2
18.0
17.2
16.4with a total vehicle weight in excess of 3.5 tons)] Target year: 2025 Measurement methods: JH25 mode
[General buses (automobiles with capacities of 10 or
more
構造Ｂ
ＭＴ
18.2
18.0
17.2
16.4
燃費基準値（km/L）
ＡＴ
16.4
16.0
15.4
14.7
Category
燃費基準値（km/L）
ＡＴ
16.4
16.0
15.4
14.7
(Total vehicle weight (t))
軽量貨物車
Fuel efficiency
区分（車両重量㎏）～1080軽量貨物車
1081
1196～
standard(km/L)
区分（車両重量㎏）～1080 1081
～1195 1196～～1195
ＭＴ燃費基準値（km/L）
17.1
18.5
[Gasoline passenger vehicles, diesel passenger vehicles, and LP gas passenger vehicles, plug-in hybrid vehicles (with occupancies of 9 people or less
ＭＴ燃費基準値（km/L）
18.5
ＡＴ燃費基準値（km/L）
17.4
15.8or17.1
14.7
peopleor total vehicle weight of
3.5 tonsless)]
Target year: 2030 Measurement method: WLTC mode
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
中量貨物車（ガソリン）
Fuel efficiency
standard(FE)(km/L)
inresponsetovehicle weight (M) (kg) is as follows.
区分
中量貨物車（ガソリン）～1310 1311
1421
1531
1651
1761
1871～
M: less than2,759kg
区分（車両重量㎏）
～1310
1311
1421
～1420 −4
～1530 1531
～1650 1651
～1760 1761
～1870 1871～−62（車両重量㎏）
FE
=
−2.47
×
10
×
M
−
8.52
×
10
×
M
＋
30.65
～1420
～1530
～1650
～1760
～1870
14.2
構造Ａ
ＭＴ
M:
more
than 2,759kg ＭＴ
14.2 12.7
構造Ａ
燃費基準値（km/L）
ＡＴ
13.3
燃費基準値（km/L）
ＡＴ
13.3
9.7
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0 12.7 9.8
FE
= 9.5
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0
9.8
燃費基準値（km/L）
ＡＴ
10.9
9.8
9.6
9.4
9.1
8.8 9.7 8.5*FEisroundedup
totwodecimalpoints.
燃費基準値（km/L）
ＡＴ
10.9
9.8
9.6
9.4
9.1
8.8 8.9 8.5
構造Ｂ２
ＭＴ
11.2
10.2
9.9
9.7
9.3
The
relational
is shown10.2
in the graph
構造Ｂ２ expression
ＭＴ
9.9
9.7
9.3
7.9 8.9燃費基準値（km/L）
ＡＴof FE11.2
10.5
9.7
8.9 below.
8.6
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
FE (km/L)
中量貨物車（軽油）区分
中量貨物車（軽油）～1420 1421
1531
1651
1761
1871
1991
2101～
区分
（車両重量㎏）～1420 1421
～1530 1531
～1650 1651
～1760 1761
～1870 1871
～1990 1991
～2100 2101～（車両重量㎏）
～1650
～1760
～1870
～1990
～2100
構造Ａ又は構造Ｂ１
ＭＴ
14.5 ～1530
14.1
13.8
13.6
13.3
12.8
12.3
11.7
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
12.8
11.5
11.3
11.0
10.8
10.3
9.4
燃費基準値（km/L）
ＡＴ
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
（注）
（注）
軽貨物車・・・軽自動車である貨物自動車
軽貨物車・・・軽自動車である貨物自動車
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
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。
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、
Source: MLIT (Tentative translation by Eco-Mo Foundation)
Vehicle weight (kg)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。
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。
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Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
[Gasoline
freight
vehiclesanddiesel freight vehicles (total vehicle weightof 3.5t or less)] Target測定方法：ＪＣ０８モード
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）】
目標年度：２０２２年度【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）】 目標年度：２０２２年度 測定方法：ＪＣ０８モード～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101～
Category
区分～740 741～855 856～970 971(Total（車両重量㎏）
vehicleweight (kg))
区分～1080 1081
～1195 1196
～1310 1311
～1420 1421
～1530 1531
～1650 1651
～1760 1761
～1870 1871
～1990 1991
～2100 2101～（車両重量㎏）
～855
～970
～1080
～1195
～1310
～1420
～1530
～1650
～1760
～1870
～1990
～2100
Structure
構造Ａ A
16.9
28.1
25.0
22.7
20.8
18.5
構造Ａ
Fuel
efficiency
standard (km/L)
燃費基準値（km/L）
16.9
28.1
25.0
22.7
20.8
18.5
燃費基準値（km/L）
11
構造Ｂ B
Structure
ＭＴ
21.0
20.4
19.9
19.4
16.7
15.1
13.9
12.9
12.1
11.5
11 10.2
構造Ｂ
21.0
20.4
19.9
19.4
16.7
15.1
13.9
12.9
12.1
11.5
Fuel
efficiency
standard (km/L) ＭＴ
燃費基準値（km/L）
ＡＴ
20.4
19.8
19.2
18.7
16.3
14.7
13.5
12.5
11.7
11.1
10.6
燃費基準値（km/L）
10.2 14.6
ＡＴ
20.4
19.8
19.2
18.7
16.3
14.7
13.5
12.5
11.7
11.1
10.6
ディーゼル構造Ｂ
Diesel structure B
ＭＴ
16.8
15.9
15.2
ディーゼル構造Ｂ
16.8
15.9
15.2
Fuel
efficiency standard (km/L) ＭＴ
燃費基準値（km/L）
ＡＴ
14
13.7
13.5
13.3 14.6 13
燃費基準値（km/L）
ＡＴ
14
13.7
13.5
13.3
13

(Note)（注）
Structure
A: Vehicles with structures matching ① , ② , or ③ below.
（注）
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.
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、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。
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.
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。
③③運転車室の前方に原動機を有するもの。
Thereis an engine in front of the driving cabin.
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。
Structure
B: Vehicles to which none of the above apply.
構造Ｂ・・・構造Ａ以外のものをいう。

【トラック等（車両総重量3.5ｔ超の貨物自動車）】

目標年度：２０１５年度

測定方法：重量車モード[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
区分
Category（車両総重量ｔ）(totalvehicle weight (t))（車両総重量ｔ）（最大積載量t）(Maximumcarrying capacity (t))（最大積載量t）
燃費基準値
燃費基準値
Fuel efficiency（km/L）standard（km/L）(km/L)

～1.5
～1.5
10.83
10.83

3.5～7.5
3.5～7.5
1.5～2
2～3
1.5～2
2～3
10.35
9.51
10.35
9.51

【トラクタ（車両総重量3.5ｔ超の貨物自動車）】【トラクタ（車両総重量3.5ｔ超の貨物自動車）】区分（車両総重量ｔ）～2020～Category（車両総重量ｔ）(total 燃費基準値
vehicle weight (t))
3.09
2.01
燃費基準値
（km/L）
3.09
2.01
Fuel efficiency（km/L）standard

3～
3～
8.12
8.12

7.5～8
7.5～8

8～10
8～10

10～12
10～12

12～14 14～16 16～20
12～14 14～16 16～20

20～
20～

7.24
7.24

6.52
6.52

6.00
6.00

5.69
5.69

4.04
4.04

目標年度：２０１５年度
目標年度：２０１５年度

4.97
4.97

4.15
4.15

測定方法：重量車モード
測定方法：重量車モード

区分[Tractors (freightvehicles～20
with a total
20～ vehicle weight in excess of 3.5 tons)] Target year: 2025 Measurement method: JH25 mode

Source: MLIT (Tentative translation by Eco-Mo Foundation)(km/L)

21

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Measures for developing and promoting 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 addition, The“Green Growth Strategy Through Achieving Carbon Neutrality by
2050,”formulated in June 2021, calls for comprehensive measures to be taken to achieve a goal in whichelectrified vehicle（including hybrid EV and Plug-in hybrid EV）sales will account for 100% of new car sales
by 2035 as well as for setting a new goal for commercial vehicles.
In order to promote environmental conservation, starting with the reduction of CO2 emissions, Japan’s
government designates electrified 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 ability of international competition.
Furthermore, a tax benefits system for automobiles with excellent environmental performance, including
the next-generation vehicles, is being established and eco-car tax reductions for greater environmental
performance that exempt motor vehicle tonnage tax are being enforced in order to encourage promotion.

Examples of automobile taxes (Motor vehicle tonnage tax, light vehicle tax)
(motor vehicle tonnage tax)

Eco-car tax reductions

Passenger cars
2020/2021

60%

Motor vehicle
tonnage tax

70%

Heavy duty vehicles

2030 fuel eﬃciency standard
75%

85%

▲50%

▲25%

90%

EVs, etc.
*1

120%

2020/2021

2015 fuel eﬃciency standard
+5%

+10%

Outside scope▲50%▲75% Tax exempt Tax exempt *2

Tax exempt *2

Motor vehicle
tonnage tax

90%EVs, etc.
*1

2020/2021

EVs, etc.
*1

▲75%

▲75%
▲75%

Heavy duty vehicles▲75%

EVs, etc.
*1

2020/2021

Tax exempt+15%

EVs, etc.
*1

Not achieved Achieved

Green tax provision(vehicle tax/light vehicle tax)

*3(vehicle tax/light vehicle tax)

Environmental performancerate

*3

*3
*4

2030 fuel eﬃciency standard

2020/2021

60%

Cars (private use)

70%

Outside scope

Cars (commercial use) Outside scope

2020/2021
Cars *3

Less than
55%

Light vehicles *3
Light vehicles *3▲50%2030 Fuel eﬃciency standard
55%

60%

３%

Cars *3

２%

65%
２%

２%
２%

80%

１%
１%

１%

75%
１%

0.5%

0.5%

85%

Achieved
Tax exempt

Tax exempt
Tax exempt
Tax exempt

2015 Fuel eﬃciency standard
Not achieved Achieved

+5%

+10%

+15%

EVs, etc.
*1

Heavy duty vehicles(private use)

３％

２％

１％

Tax exempt

Heavy duty vehicles(commercial use)

２％

１％

0.5％

Tax exempt*1 "EVs, etc.” refers to electriﬁed vehicles, fuel cell vehicles, plug-in hybrid vehicles, natural gas vehicles, and clean diesel passenger vehicles. In the case of heavy duty vehicle, it refers to electriﬁed vehicles, fuel cellvehicles, and natural gas vehicles.
*2 Tax exemptions apply to initial and subsequent inspections as well.
*3 Passenger vehicles that do not attain 2020 fuel eﬃciency standards are not eligible. (clean diesel cars are from 2022 onwards)*4 Private passenger cars (including light vehicles) bought between October 1, 2019 and December 31, 2021 are eligible for a 1% tax reduction.

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

In addition, for the next-generation vehicles, such as electrified 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, ultra-small electrified mobility vehicles that are compact, agile, exceptionally environmentally
performative, are an easy means for moving around local areas, and are for around one to two passengers.
Procedures were streamlined and the revising of the certification system was carried out in January 2018.
22

1 Promotion of global warming countermeasures

For ultra-compact mobility vehicles with a maximum speed of less than 60 km/h intended for mass
production, the standard was revised in September 2020 to promote vehicles that can travel freely on publicroads without any restrictions on users or driving areas.

②Promotion 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) formulatedthe“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 January 2020.

23

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector●10 Tips for Eco-driving

10 Tips for Eco-driving
Eco-driving consists of driving techniques and mentalities that conserve fuel, reduce CO 2
emissions, and help prevent global warming. Eco-driving also helps reduce traﬃc

accidents. Fuel-eﬃcient driving is not only gentle on the wallet, but is also safer, putting
passengers at ease. Calm driving at ease, with plenty of time to spare, is also a form of
eco-driving. Eco-driving is something that anyone can start doing right away. Little changes
to your driving mentality and habits can improve your driving and create a better society.
Let's start eco-driving, beginning with the basics you can immediately put into action.

Don't warm up or idle your engine.

Understand your own fuel eﬃciency.
Make it a habit to have an understanding of the fuel eﬃciency of your own
vehicle. If you have a grasp of your normal fuel eﬃciency, you will have areal understanding of the eﬀects of your own eco-driving. It is useful to use
tools that support eco-driving such as the fuel eﬃciency monitoring
equipment ﬁtted in your vehicle, eco-driving navigation or fuel eﬃciency
management on the internet.

When the car is stopped when you are waiting for someone or you areloading or unloading something, do not let the engine idle *1. Ten minutesof idling (with the A/C set to OFF) consumes around 130cc of fuel. In
addition, modern vehicles do not normally need to have their engines
warmed up *2. You should start moving as soon as you have started theengine.

Leave in plenty of time and avoid
congestion.

Accelerate gently eStart.
When setting oﬀ, be gentle on the accelerator. (You should aim to reacharound 20km/h in 5 seconds.) Just by doing this on a daily basis, you can
improve your fuel eﬃciency by around 10%. Unrushed, gentle acceleration
also contributes to safe driving.

Before you leave, use traﬃc information about traﬃc jams and regulations,etc. as well as maps and your satnav to check your destination and route.
For example, if you get lost on a one-hour drive and drive for an extra 10
minutes, the amount of fuel consumed increases by 17%. You can saveboth time and fuel by checking traﬃc information while you are driving to
avoid traﬃc jams.

Maintain a steady speed and keep
your distance.

Check and maintain your car regularly,
starting with tire pressure.

Try to maintain a steady speed when you are driving. If you are too close
to the vehicle in front of you, you are more likely to speed up or reduce
speed unnecessarily and this reduces fuel eﬃciency by around 2% in urban
areas and 6% in the suburbs. Try to drive with as few speed changes as
possible depending on the traﬃc.

Make it a habit to check your tire pressure *3. If tire pressure is less than
the recommended value, fuel eﬃciency decreases by around 2% in urban
areas and 4% in the suburbs *4. You can also improve fuel eﬃciency if you
regularly change the oil, the oil ﬁlter, the air cleaner element and so on.

Slow down by releasing theaccelerator.

Reduce your load.

If you know you are going to stop, for example, at traﬃc lights, take yourfoot oﬀ the accelerator early. This is called engine braking and improves
fuel eﬃciency by 2%. Try using engine braking when you are slowing downor going down hills.

Unload anything unnecessary from your vehicle. Fuel eﬃciency is greatly
aﬀected by the weight of what is in your car. For example, if you load an
object weighing 100kg and then drive, fuel eﬃciency decreases by around
3%. It is also sensitive to air resistance. Remove external equipment suchas ski carriers, etc. when you are not using them.

Make appropriate use of your air
conditioner.

Do not obstruct the ﬂow of traﬃcwhen you are parking.

Air conditioners (A/C) in cars cool and dehumidify the interior of the car. If
you only need the heater, turn the A/C switch to OFF. For example, even if
the car temperature is set to 25℃, the same as the external temperature, if
you leave the A/C switch to ON, fuel eﬃciency reduced by around 12%. In
addition, even when you do need the air conditioner, make sure that the
car interior isnʼt too cool.

Do not cause obstructions when you park. Parking in this way nearintersections, for example, causes traﬃc jams. Not only does it reduce fueleﬃciency for other vehicles, it also causes accidents. When there are no
obstructions to the ﬂow of traﬃc, average speed is improved andreductions in fuel eﬃciency are prevented.

※1 Please be careful when switching oﬀ your engine at intersections as it can cause thefollowing safety issues. (There are no issues for cars that do this automatically.)- If you press the brake pedal a number of times while you are stopped, it can aﬀect theeﬀectiveness of the brakes.
- If you are not used to doing this, you may make a mistake or be late in moving again. There
may also be cases in which the engine does not start up again due to decreased lifespan ofparts such as the battery.
- As safety devices such as airbags and direction indicators do not activate, it is better not toswitch oﬀ your engine if you are near the front of the queue or on a hill.
※2 It is perfectly OK to warm up your car as you drive unless under special circumstances suchas cold regions with a temperature of -20℃.
※3 Tire pressure decreases by around 5% in a month.
※4 If the value is 50kPa (0.5kg/cm2) less than the recommended value.

The Eco-Drive
Promotion Liaison Committee(Metropolitan Police Department, METI, MLIT, Ministry of
the Environment)
The Eco-Drive Promotion Liaison Committee website

Source: The Eco-Drive Promotion Liaison Commitee (Tentative translation by Eco-Mo Foundation）

24

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 translation 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 local hubs such as
Roadside-station, and an experiment has been
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

ColumnAir Environment-friendly SS (e → AS)
The Ministry of the Environment and the Agency of Natural Resources and Energy certifies SS(Service Stations) that have measuring devices that can collect fuel vapor gas as Air Environmentfriendly SS (e → AS).

Fill up at an Air Environment-friendly SS (e→AS)
certiﬁed by the Ministry of the Environment andthe Agency of Natural Resources and Energy
to contribute to protecting the air environment!
SS that are limiting the emission of fuel vaporgas, which is one of the substances that cause
air pollution as well as causing the distinctive
smell of gasoline, are certiﬁed as Air Environ-◇ The process of collecting fuel vapor gas ◇Measuring devices that donʼthave a collection function〜Conventional fuel pump nozzle〜
Fuel vaporgas

ment-friendly SS* (nickname: e→AS).
We would appreciate your cooperation in

Gasolineusing e→AS when ﬁlling up!

Fuel vapor gas is not collected andescapes out into the air from the fuel port.

*SS: Service Station.

Measuring devices that dohave a collection function

These are Air Environment-friendly SS marks!

〜Fuel pump nozzle that collects fuel vapor gas〜

Fuel vapor gas

Gasoline

Fuel vapor gas is collected so it is environmentally-friendly and it is also eﬀective incombatting smell.

collecting over 95%
rate

over 75%

over 50%

under 50%

Four stages of certiﬁcation are carried out according the Fuel vapor
gas collecting rate of overall SS.

Reduce the smell when refueling gasoline!

○ Certiﬁed SS can be found on the Ministryof the Environment e→AS website.

See the website for more details.

e→ASsearchWe plan to make it possible to search for e→AS on satnavs in the future.

＜The origin of e→AS＞
e = ecological, good A = Air, S = Service station and they are combined to mean
ʻa good futureʼ and ʻgood earthʼ in Japanese.
The arrow expresses working towards a good future and earth.

Agency for Natural Resources and Energy

Ministry of the Environment and Agency of Natural Resources and Energy Air Environment-friendly SS (e→AS) Promotion Bureau

Source: MOE (Tentative translation 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, in order to relieve traffic congestion in urban areas, we are reinforcing arterial road networks
including beltways, which would provide alternative routes to avoid passing through the city center andreduce the traffic flowing into the city center, and promoting the continuous grade separation project which
includes establishment of multi-level intersections and resolution of problems associated with busy railroad
crossings. In addition, in order to provide smooth and safe traffic services, we are promoting efforts tomaximize functions of the entire road networks by improving operations or making further refinements ofexisting roads. Also, in order to continue environmental development for encouraging bicycle usage andreducing the carbon footprint of road facilities, LED road lighting is being installed.

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 agreener overall logistics system
requires greater collaboration
between freight owners andlogistics operators, and the
expansion of sustainablelogistics systems for global
warming countermeasures

Green Logistics Partnership Conference(Facilitator: Takehiko Sugiyama, Emeritus Professor, Hitotsubashi University)
Established April 2005

Organizers: MLIT, METI, Japan Federation of Freight Industries, JILSCollaboration: Nippon Keidanren
Logistics operators, freight owners, industry organizations,
Members: think-tanks, research organizations, local agencies of thecentral government, municipalities, individuals, others

improving productivity, etc.

Business Promotion Committee

The “Green Logistics●Selection of awards candidates

Partnership Conference”,
launched in 2004 and composedof companies and organizations
united by this goal, strives to

Source: Green Logistics Partnership Conference (Tentative translation 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. 3.1)”(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 and METI Ministerawards.
(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
the competitiveness of the coastal shipping industry andpromoting a modal shift to sea transport.
As part of these efforts it is implementing the“Eco-Ship
Modal Shift Project”, which promotes modal shift byselecting companies which contribute to modal shift by using
some degree of sea transport, and permitting thosecompanies to 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 (theEco-Ship Mark indicates that a company is contributing toenvironmental efforts by using sea transport). As of
February 2020, 158 freight owners and 180 logistics
operators have received Eco-Ship Mark certification. EcoShip Mark certified companies that have made particularly
large contributions are also selected to receive DirectorGeneral, Maritime Bureau, Ministry of Land, Infrastructure,
Transport and Tourism awards.
(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 promote network low carbonization in ● Project to promote network low carbonization inrailroad businesses, etc.

railroad businesses, etc.

◯Subsidizing facilities,
etc.

Railroads are essential means of transport in thedaily lives and economic activities of the people ofGrid power

Japan. One of their notable features is that they
have a smaller environmental impact than otherTransformer Regenerative carriage(acceleration)

Battery

Regenerated power
storage device(battery)Feeder top/bottom
line integration

modes of transport. In order to further promote

Energy management Construction/

reductions in CO 2 emissions by railroads andreconstruction ofcarriages expected to
cut CO2 emissions by
40% or more

Station building, etc.

develop circular and ecological economies, MLIT
and MOE are working together to support

Supplementation
power device atstation building

deployment of state-of-the-art energy-saving
facilities and devices that use energy efficiently

Regenerative carriage (braking)through a project to promote network low

Power transmission
to network

carbonization in railroad businesses, etc.

Power transmission
from network

Source: MLIT (Tentative translation by Eco-Mo Foundation)○“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. MLIT and the Railway Freight Association (RFA) are striving to further
promote and expand the“Eco Rail Mark”. As of March 2, 2022 there are 171“Eco Rail Mark”productcertifications for 193 products, 95 certified companies, and 43 certified supporting companies.
○Promotion of Carbon Neutral Port
MLIT decided to establish Carbon Neutral ●A n image of specific efforts to establish Carbon
Neutral Ports (CNP)

Ports (CNP) through development of environmentsthat enables recieve and storage of large
quantities of imports of hydrogen and fuelUtilization of hydrogen/ammonia via ports (e.g. production, transportation, storage, use) (Image)

Lorry/
pipeline, etc.

ammonia, etc. in a stable and inexpensive

Logistic facilities (frozen
and refrigerated material
warehouses), etc.

DeliveryMarineProduction of hydrogen/transportation
ammonia, etc. [overseas]manner, upgrading port functions withconsideration for decarbonization, andLocal industry*An example of utilization of hydrogen/ammonia by a company

Utilization
at a port
Loading/storage at ports in Japan

Promotion of onshore power supply to ships

collaboration with a cluster of coastal industries.

Establishment of a LNG bunkering base

Ship

Utilized by a local company
engaged in decarbonization

Utilization of hydrogen, etc.
Stevedoring machinery

An image of a LNG bunkering

Self-sustaining powerwith hydrogen, etc.

Then, in December 2021, the MLIT released amanual for each port manager to develop the
CNP formation plan based on the national policy.

Onshore power
supply facility
LNG fuel supply fish
Wharf

MLIT is working on promotion of establish of

LNG fuel ship

Source: Central LNG Marine FuelSource: PanasonicSource: Mitsui E＆S Machinery

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

CNPs in all over Japan by developing LNG
bunkering bases, developing facilities to supply on-shore power to ships at anchor, considering introduction ofhydrogen-fueled stevedoring machinery, promoting introduction of offshore wind power generation, andpromoting utilization of blue carbon ecosystems, etc.
30

1 Promotion of global warming countermeasures○Approval of Distribution Integration Efficiency Plans based on the Act on Advancement of Integration andStreamlining of Freight Distribution Business (Distribution Integration Efficiency Act).
In order to increase distribution efficiency and reduce environmental impact, plans have been approved fora project aimed at integrating and improving the efficiency 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 the establishment 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, 2021, 301 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. On July 27, 2020, approval was given for the first time in Japan for a plan tosimultaneously convert two modes of transport, marine and rail, at the same time.

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 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
freight receiving work efficiency, cutting wait times by 80%
 CO2 reduction 22.9%

Source: MLIT (Tentative translation 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 green
management promotion manuals 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
manuals. 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 Second Basic Plan on
Transport Policy, endorsed by the Cabinet on May 28, 2021, covers the period from the fiscal year 2021 to2025, and based on this plan, transportation-related measures have been promoted in a comprehensive andsystematic manner.
The Basic Act on Transport Policy requires that a white paper on the transport policy be approved by the
Cabinet and reported to the Diet every year. The 2021 edition of the white paper was approved by the
Cabinet and reported to the Diet in June 2021.

●Summary of the Basic Transport Policy Plan
Basic Principles (Article 2 – Article 7)
Basic Awareness (Article 2)○Transport functions
・Securing independent living of citizens
・Active inter-regional and international exchange
・Smooth distribution of goods○Adequate fulﬁlment of the basic transport demands of citizens

Signiﬁcance of transport-related measures (Article 3)○Coping with the declining birthrate andaging population while contributing to:

National Policies (Article 16 – Article 31)【Enrichment of citizensʼ lives】○Securing means of daily transport (Article 16) – Consideration for conditions of local regions such as remote islands, etc.
○Smooth mobility for the elderly and the disabled (Article 17) – Consideration for expectant and nursing mothers, people with baby strollers, etc.
○Ensuring safety and hygiene for passenger facilities and services pertaining to public transport (Article 17.2)○Improved convenience, facilitation, eﬃciency of transport (Article 18) – Ensuring of regularity and smoothing of transport transfer processes, etc.

【Reinforcement of international competitiveness】○Formation of international maritime and air transport network and bases, improvement of accessibility (Article 19)【Enhancement of regional vitalization】○Formation of a domestic transport network and bases (including formation of major
high-speed transport network) Ensuring the provision of transport services (Article 20)○Strengthening of foundation of transport-related business and human resource sourcing support(including improvement of working conditions) and training (Article 21)

・The enrichment of citizensʼ lives
・The enhancement of international competitiveness・The development and sustainability of regional vitalization and local communities○Based on the viewpoint of strengthening territory, accurately
responding to movement for evacuation even in a large-scaledisaster, taking into account the importance of ensuring
sustainability of socio-economic activities【Coping with large-scale disasters】

Reduction of environmental impact (Article 4)【Appropriate role division and cooperation】

Division of roles and cooperation between
various means of transport (Article 5)Securing of transport safety (Article 7)

Duties of relevant parties in the national government, and businesses (Article 8 – Article 11)
Collaboration and cooperation between relevant parties (Article 6 and Article 12)
Legislative and ﬁnancial measures (Article 13)
Annual reporting to the National Diet (White Paper on Transport Policy) (Article 14)
Measures by local public agencies (Article 32)○Reduction of transport function declines and acceleration of recovery in the event of a large-scale disaster, earthquake resistance
improvement, securing of alternate means of transport, smooth evacuation of large numbers of people (Article 22)【Reduction of environmental impact】○Improvement in user-friendliness of eco-cars, modal shift and public transport system (Article 23)○Improvement of comprehensive transport systems, prioritized improvement with consideration of transport demand and deterioration due to aging (Article 24)○Promotion of urban development, collaboration with tourism, collaboration and cooperation among relevant parties (Article 25 to Article 27)○Investigation and research (Article 28)○Development and dissemination of technology, ICT utilization (Article 29)○Establishment of international collaboration and promotion of international cooperation, overseas development of transport infrastructure (Article 30)○Reﬂection of citizensʼ opinions (Article 31)

Formulation and implementation of the Basic Plan on Transport Policy (Article 15)＜Council consultation, Cabinet decision＞
Source: MLIT (Tentative translation by Eco-Mo Foundation)

33

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Promotion and support for Japanese MaaS

Support is being provided for the creation of the infrastructure needed for the new mobility service,

Mobility as a Service (MaaS), as well as for the construction of MaaS and its widespread use, which will help
solve local issues. The objective of these efforts is to achieve nationwide use of MaaS, secure and enrichtransport in rural areas and tourist destinations, and maintain and invigorate public transport.
Responding to the changing needs of users
Improving eﬃciency of mobility services through digitization
 Supporting for introduction of new payment methods such as
IC cards, QR and touch payments, facial recognition system, etc.
Responding to the changing needs such as that providing higher
quality services to avoid contact by accumulating payment data

Improving convenience in public transport of the entire area, etc.
 Supporting for businesses working actively on improving
convenience and quality in mobility services of the entire area
 Supporting for businesses working on decisions andevaluations on new mobility-service business plans Supporting for the introduction of new mobility systems such as
shared bicycles, electric kickboards, green slow mobility, etc.
In addition to contributing to carbon neutrality, the system is able to respond attentively tothe needs for “one-last mile” mobility. It also meets the needs for highly personalized mobility. 【References】Cases in Vienna

 Supporting for introduction of AI on-demand transportProviding high-quality mobility services and establishing Super Cities/Smarty
Cities through close collaborations between local public bodies and private
business sectors, working on high standard MaaS in the entire area.

Rationalizing routes, car distribution, and management by introducing an
AI-based system for on-demand transport used in the region.

・WIENER LINIEN (Transport Authority in Vienna) operates U-Bahn (subways),
city trains and buses in an integrated manner.
・Annual commuter passes provide unlimited services, including suburban rail systems.
・The MaaS application with digital ticket management functions.

 Supporting for introduction of systems to convert transport
information into data, provide congestion information, etc.


DX to improve efficiency and quality of management and services

Source: WIENER LINIEN HP as of April 2021

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

1 Promotion of global warming countermeasures■Measures for promoting rail use
The Ministry of Land, Infrastructure,

Transport and Tourism (MLIT) promotes
the use of railway by supporting forconstructions of connecting lines between
routes, mutual direct connections, subway
maintenance, and comprehensive renovation
at railway stations.

●Examples of Service and Convenience Improvement Measures◆Urban Railway Convenience Improvement Project・Kanagawa Eastern Bound Lines（Sotetsu/Tokyu Direct Lines）◆Urban Railway Improvement Project（Underground High-Speed
Rail Improvement Project）
・Naniwa-suji Line, Fukuoka City Nanakuma Line
◆Railway Station Comprehensive Improvement ProjectS agami Railway Ebina Station, Tokyu Railway Ikegami Station,
Odakyu Railway Chuorinkan Station, JR Tokai Kariya Station, JR
West Shimogion Station

It is also collaborating with rail operatorsin the“Eco Rail Campaign”, promoting theuse 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 toprovide easy boarding and unboarding, punctuality, travel speed,(Eco Rail Campaign)
Source: MLIT (Tentativetranslation by Eco-Mo
Foundation)

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

●Coordination with 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 translation 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

Currently, as a consequence of full-scale population decline, many local areas are facing difficult circumstancessuch as a decrease in demand for buses and other public transport services and a decline in their operation as
well as a worsening lack of drivers.
On the other hand, the number of elderly people who no longer hold a driver’s license is increasing year by
year and it is becoming increasingly important to ensure transport means to make up for this.
Based on such circumstances, the Act on Vitalization and Rehabilitation of Local Public Transport Systems
was partially revised in November 2020. Local public transport masterplan (Local Public Transport Plan) is to
be maid mainly by municipalities that are in the position of being able to respond in detail to local transport
needs. The plan is expected to improve existing transport services and to enhance the systems in order topromote initiatives that use local transport resources such as paid transport with private vehicles, schoolbuses and welfare transport service to the maximum in depopulated areas.
●Current status of and issues with local public transport
The number of transport passengers at ﬁxed route bus companies is in a large declining trend but this decrease is particularly stark in rural areas.
Roughly 70% of bus operators nationwide have income deﬁcits in their general ﬁxed route bus business.
In addition, more than 70% of local rail operators have a deﬁcit in their current account balance.
The lack of professional drivers is worsening year on year with the post-to-application ratio twice that of the total job average.
The number of elderly persons surrendering their driverʼs licenses has sharply increased in recent years.
Bus transport

Lack of professional drivers(100 transport passengers in 2000)(post-to-application ratio (including part-time))

Transport passengers (Tokyo, Osaka, Nagoya)Transport passengers (other than Tokyo, Osaka, Nagoya)Transport passengers (nationwide)

Population (other than Tokyo, Osaka, Nagoya)Bankruptcy ofLehman Brothers
Vehicle driving
Total job average
Marine/air pilots
Train driving
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 20192006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Source: MLIT

Source: Ministry of Health, Labour and Welfare created by MLIT Policy Bureau

Year on year increase of surrendered driverʼs licenses

Deterioration of local public transport services(No. of licenses cancelled on request)(General ﬁxed route bus operators and local rail operator current account balance)（thousand）

General ﬁxed routebus operators

Local rail
operators

75 and over
Under 75Proﬁt
Deﬁcit(Operators with more than 30 vehicles (as of 2019)2018

Source: MLIT Policy Bureau

1998

2002

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Source: NPA created by MLIT Policy Bureau

It is assumed that the local public transport environment will become evenmore diﬃcult in the future with the rapid population decline.

Source: MLIT (Tentative translation by Eco-Mo Foundation)●Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems○Creation of Local Public Transport Plan (masterplan) by local public bodies

Passed: June 3, 2020
Enacted: November 27, 2020

・Creation of Local Public Transport Plan (masterplan) by local public bodies made compulsory⇒Promotion of initiatives in local areas by providing governmental support on budget and know-how aspects(assistance for creation expenses *budget-related)
・In addition to traditional public transport services, positioning of diverse local transport resources(paid transportation with private vehicles, welfare transport, school buses, etc.) and plans⇒Full use of public transport systems including buses and taxies as well as detailed response to local transport
needs (consideration of organization and use of information infrastructure and promotion of cashless payments)

・Setting of quantitative goals (number of users, income, etc.), annual evaluation, etc.
⇒Strengthening of PDCA based on data
Local public transport network formation plan (revised 2014)

Local passenger transport services
Public transport providers(created by municipalities or prefectures (in collaboration with municipalities))

Promotion of formation of local public transport
network in partnership with town planning

Local public transport plan formulation（No.）

Railroad

Fixed route bus

Passenger ferryCommunity bus

On-demand transport

Taxi

Local（市町村又は都道府県（市町村と共同）が作成）
public transport plan (after revision)(created by municipalities or prefectures (in collaboration with municipalities))

Formation of local public
transport network in partnershipwith town planning

General mobilizationof transport resourcesin rural areas

Securing provision of sustainable passenger transport services
through enhancing menus and strengthening PDCA.

Paid transportation with private vehicles

Welfare transport

School bus

Shuttle bus(hospitals/commercial facilities)

Source: MLIT (Tentative translation 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.
Furthermore, 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 2021, 760 business sites have been registered.

Advantages of increasing eco-commuting
for communities and companies
Advantages for oﬃces andmunicipalities

Advantages for employees● Improvement of company/
organization image● Reduction of parking expenses● Health promotion● Improvement of local environment● Do not get caught up in traﬃc● Improvement of public transport● Safe commuting on public● Prevention of global warming

jams● Transport safety management fortransport

employees● Health management for

Advantages for communities

service levels● Vitalization of town centers

employees

Before implementing
eco-commuting

Home/dorm
Workplace
After implementing
eco-commuting

Traﬃc jamAccident

StationStationCommute on public transport
Commuter bus
Park & ride,etc.

Home/dorm Commute in car share
Workplace
Improvement of company/
organization image

Improvement of public
transport service levels
Commute on public transport

Reduction of
parking expenses
Transport safety
management
for employees

Commute by bike

Health management for
employees
Do not get caught
up in traﬃc jams

Healthpromotion

Vitalization of
town centers
Prevention of global
warming

Improvement of local
environment
Safe commuting on
public transport

Source: MLIT (Tentative translation 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, to promote the greater adoption and to vitalize the housing market andlocal economies, by encouraging 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 June 2021, 26 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○Walkable community 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 of jointdeliverySpecial provisions for business laws covering buses, trains,etc.
○Automobile CO2 emissions reductions

Promotion of areal 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 translation 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 toprovide 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 projects. Related from 2004 to
2006, 27 areas were selected as EST Model Project areas, andeach area has implemented three year model projects related
ministries and agencies are coordinating with each other,
providing support and making information regarding the resultsof these projects available in order to expand EST to anationwide scale. As part of these efforts, the MLIT website
provides an EST Database with the results of these model

Source: MLIT website

projects, sharing information 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” (Tentativetranslation by Eco-Mo Foundation)

39

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Regional EST Forum in Asia
The motorization that has accompanied economic development and urbanization in Asia has produced
severe social issues such as air pollution. The "Regional EST Forum in Asia" has been held 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 roughly 300 members, both from Japanand other Asian countries, including high level government officials in charge of environmental and transport
agencies, local governments, environmental and transport experts, and Asian and European international
support organizations, ADB and NGOs, etc.
The first Forum was held in August 2005 in Nagoya and attended by a total of 13 Asian countries. Its
objective was to promote EST, then being advanced by the OECD, throughout Asia. To achieve this, it
adopted the "Aichi Declaration," which set out the fundamental philosophy of EST in Asia, the importance oftransport for solving the problems faced by socially vulnerably people and the poor, based on the MDGs thatserved as the basis of SDGs, and formulated a strategic plan and action plan for each country, led by the
UNCRD.
The Forum has been held continuously in Asian countries roughly once a year since then, and the numberof participating countries and attendees has grown. In 2010, the Bangkok Declaration for 2020, which laid out
the targets for the years leading up to 2020, was adopted, promoting EST-related measures in each country.
On the global level, in 2015, the United Nations Headquarters adopted the "2030 Agenda for Sustainable
Development," which set forth 17 international targets, called SDGs. In the same year, the Paris Agreement
on climate change was adopted with the consent of all countries. It aims to create sustainable, rich societies inwhich no one is left behind, while at the same time demanding major changes in societies, which until now
have been predicated on the use of fossil fuels. Against this backdrop, at the 10th Forum held in Vientiane,
Laos, in 2017, the member states adopted the "Vientiane Declaration" which applied the SDG approach to EST.
With regard to the recent EST Forum, the 13th Forum was held with the main theme of“Changing thecourse of Asia’s transport sector through transformational change”and discussed situations after the“Bangkok Declaration 2020”. Due to the impact of COVID-19, the Forum was held online for the first timewith approximately 300 participants as in the past years. In October 2021, the 14th Forum was held online at“Aichi Sky Expo (Aichi International Exhibition Center)”. In this Forum,“Aichi 2030 Declaration”was
adopted, setting out EST goals by 2030 in line with international trends including the SDGs and the Paris
Agreement to accelerate the decarbonization movement in Asia.

40

1 Promotion of global warming countermeasures■Green Slow Mobility
Based on the Paris Agreement that was concluded in 2015, the aim is to reduce greenhouse gas emissions toessentially zero by the latter-half of the 21st century within a global framework. In Japan, the aim is to achieve a carbon
neutral, decarbonized society with greenhouse gas emissions at zero overall by 2050.
At the MLIT, Green Slow Mobility aims to solve various transport problems in local areas, such as the securing oftransport services where societal aging is advancing and the development of new sightseeing mobility for tourist
attractions. Simultaneously it also aims to spread low carbon mobility in local areas.
Green Slow Mobility is a small mobility service that utilizes electrified vehicles that can travel on public roads at
speeds of less than 20 kilometers per hour. By using power generated from sustainable sources such as solar or wind
power, it is possible to achieve decarbonized transport.

Green Slow Mobility︓A small mobility service that utilizes electriﬁed vehicles that can travel on public roads at speeds of less than 20 kilometers per hour.
【Features of GSM】
①Green･･･Eco-friendly transport service utilizing electriﬁed vehicles②Slow･･･Enjoy the scenery, suitable for residential roads, reduce the number of serious accidents occurred③Other･･･Smaller, more open, and easier to get on and oﬀ compared to vehicles with the same capacity
Light vehicles

Small vehicles

Standard-sized vehicle

4-person

5-person

10-person

4-person

6-person

11-person

7-person

18-person

4-person* A midsize vehicle driving license is required to operate vehicles bearing 11 people

Green Slow Mobility, which is specialized for short-distance travel at low speed, is expected to provide
new transport services that complement existing transport systems to introduce the “one last/ﬁrstmile” for local residents and new mobility for tourists, as well as to encourage local activities.
①Transporting rural residents
１）Areas without bus service２）Areas with a high proportionof elderly residents
３）Improving welfare for the elderly４）Conversion from existing buses② Mobility for tourists
１）Sightseeing tours by guides２）Short-term regular tourist buses３）Park-and-ride４）Events③Short rides
From parking spaces tofacilities, or between facilities④Local branding
As the "face" of the area

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

41

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

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, which allows people to use cars only when needed without owning them, has been
popular worldwide, and in Japan, the number of car-sharing users exceeds 2.2 million (according to an
Eco -Mo Foundation survey conducted in March 2021).
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

BeforeAfter●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

BeforeAfter●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

Before0

AfterOverall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

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

42

1 Promotion of global warming countermeasures（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. Carriers (specified Carriers) using
a specified amount of energy or more are required to report on their energy usage yearly, and formulate
plans (medium to long term plan) (3-5 years) for rationalization of energy use. Carriers and freight owners
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(530 as of the end of March 2021)

Speciﬁed freight owners

Must create and reporton energy saving plans(804 as of the end of June 2021)

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 carriers designation status (total of 530 companies as of the end of March 2021)
Freight

No. ofcarriers

Passengers

Railway

Commercial
trucksPrivatetrucksShipping

Railway

Buses

Taxis

Shipping

1

272

78

30

26

91

19

11

43

Aviation

Total

2

530

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector[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 electricity demand equalization evaluation rates.
（2）Carriers 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 securing
return cargo, 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 joint 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 electricity 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 joint delivery with other companies
・Reducing redeliveries
etc.

44

1 Promotion of global warming countermeasures（3）International maritime and air transport sector countermeasures■Introduction of international maritime transport CO2 regulations
The International Maritime Organization (IMO) is discussing uniform worldwide measures for reducing
carbon dioxide (CO2) emissions from international maritime transport, which are not included in the scope ofindividual countries’ activities based on the Kyoto Protocol or the Paris Agreement. In April 2018, the IMO
adopted the“IMO GHG Reduction Strategy”, the first commitment in the world to zero greenhouse gas (GHG)
emissions in a single sector as soon as possible during this century, and discussions are currently underway todevelop an international framework for GHG reduction.
At the IMO meeting in June 2021, they decided to adopt a treaty on a new CO₂ emission regulation for theworld’s large ocean-going vessels, the“Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity
Indicator (CII) Rating System,”based on a joint proposal led by Japan to encourage existing ships not subject
to CO₂ emission regulations to improve fuel efficiency and operations. This regulation will come into effect in
2023.
The“GHG Reduction Strategy”is to be revised in the spring of 2023, and discussions are underwayinternationally for the revision. At the IMO meeting in November 2021, Japan, along with other countries
including the United States and the United Kingdom, jointly proposed a new goal of“Net Zero GHG emissions
by 2050 (carbon neutrality by 2050)”for the revision of this strategy.
In order to achieve the global GHG reduction targets, Japan, which has excellent energy-saving technology,
will take the lead in formulating an international framework in order to reduce GHG in the IMO to improve
international competition in the international maritime industry.

■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] 2% annual fuel efficiency improvement, [2] keeping the global net carbon emissions from international
aviation at the same level of 2020), introducing new technologies, improving flight operations, utilizing Sustainable
Aviation Fuel (SAF), and establishing Carbon Offsetting and Reduction Scheme for International Aviation(CORSIA).

●International air transport global warming countermeasures

The scheme was adopted as
International Civil Aviation in June
2018, and from 2021, voluntary
participating states will begin
implementing reductions ingreenhouse gas emissions basedon the scheme. From 2027
onwards, participation will bemandatory for all countries

Global reduction targets
ICAO Assemblies (2010 and 2013) have decided on global CO2 emissions reduction targets for international air transport
Global reduction targets
Basket of measures
1. Annual fuel efficiency improvement of 2%
2. No increase in total emissions from 2020 onwards(CNG2020: Carbon Neutral Growth 2020)① Introduction of new technologies (new models, etc.)② Improvement of flight methods③ Use of alternative airplane fuels④ Use of market mechanisms

Introduction of CORSIA

1800

Shortfalls resulting despite the introduction of new technologies,
improvements of flight methods, and the use of alternative airplane fuels
will be addressed with a system that uses market mechanisms.
* The 39th ICAO Assembly, held in 2016, adopted a new system andspecific measure contents (Carbon Offsetting and Reduction Scheme
for International Aviation: CORSIA)* In 2018, an annex regarding CORSIA was adopted.

Without measures

1600

Introduction of newtechnologies
Flight method
improvements

1400

CO2(Mt)an annex to the Convention on

1200
1000

Use of alternative airplane fuels＋market mechanisms

800
600

CNG2020

400

2010

2020

2030

2040

Conceptual image of international air transport CO2 emissions forecasts and emissions reductions targets

Except from 2019 ICAO Regional Workshop materials

except those with emissions

Assessment of emissions volumelevels below a defined threshold.

(Assigned to each operator based onemissions. Operators use carbon credits oralternative airplane fuels to cancel out theseamounts)

2019 to 2020
Applies to all countries(baseline setting)2021 to 2026
Applies to all
countries2027 to 2035
Applies to all countries-

Flight routes
between voluntary
participating countries

Shipping routes between voluntary
participating countries and mandated
participating countries(excluding countries with low emissions,
least developed countries, etc.)

Carbon offsets

・Assessment of emissions volume and oﬀset have already been incorporated in International Air Transportation Services Operator Approval for Business License(Article 210 Clause 2 of enacted regulations in the Civil Aeronautics Act).
* Due to the eﬀects of COVID-19 and the huge fall in emissions in 2020, it was decided by the ICAO Council on June 30, 2020 that 2020 will not be included as anabnormal ﬁgure and 2021 ‒ 2023 will use 2019 as the baseline.

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

45

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

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 translation 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 translation by Eco-Mo Foundation)46

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

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), which is 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 theAutomobile 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％
1983 regulations 61％

60
40

1988 regulations 52％

Short-term regulations

1994 regulations 43％

Long-term regulations

1999 regulations 33％
2004 regulations
24％
2005 regulations
New long-term regulations
15％
2009 regulations
Post-new long-term regulations
5％
2016 regulations
3％

New short-term regulations

20
0

1974

（S49）

1979

1984

1989

1994

1999

2004

2009

2016

Reduction（%）

Reduction（%）

1977 regulations 85％

80
60
Long-term regulations

40

1999 regulations 36％

New short-term regulations

20
0

1974

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

（H28）
（MLIT
S49） (Tentative translation by Eco-Mo Foundation)（H21）
Source:47

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Restrictions 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 inflow 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 and regulations for users with the aim of achieving air quality standards targets in urban areas by2020 were set out.

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 8ton 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

48

Hyogo Prefecture
Ordinance

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

（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 result ofReduction
Reduction of
inspection and maintenance / Number of vehicles brought inof 30%
20% or moreor moreand
lessfor maintenance in October 2014
than 30% 6%(According to a study by the Japan Automobile
Service
Vehicles Percent
Reduction
Reduction of7%of 30%
Promotion Association)
Reduction of
Measuredage
20% or more
and lessor moreReductionless 6%than 10%thanof30%

Reduction of less than 10%
Reduction of 10%
or more and less than 20%
Reduction of 20%
or more and less than 30%

Vehicles Percent
7%of 10%
Reduction of
Measuredage Reductionor
more
and less than 20%
10%
or more27,745
6,973
2,575

and less
70% Reductionof 20%Vehicles
than 20%or moreand less than30%
measured17%17%of 30% 39,483
Reductionor more7%

Reduction of 30% or more

2,190

6%

Total

39,483

100%

Total

(100%)

27,745

70%

6,973

17%

Reduction
2,575
of less
than
10%
2,190

7%

70%
39,483

10% or more
and lessthan 20%

17%

Vehiclesmeasured
39,483(100%)

Reductionof less
than 10%

70%

6%
100%

(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.

49

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

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.

○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.）●Outline of the Recycle Port Policy
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）
• Improvement of operations related to recyclable resource
centers of wide-area circulation of recyclable resources.
handling
part of Recycle Portmeasure implementation.
• Promotionof coordination
thestorage
government
andetc.
privateviding support forthe maintenanceof shipmentbetween
transfer andfacilities,
sector（use of the Recycle Ports Promotion Council, etc.）

e resource handling,（4）Promotion of coordination between the government and private
ncil, etc.）

komai Port

roran Port

Aggregatedrecycling facilities

chinohe Port

Port roadTokyo Port
Kisarazu Port

wasaki Portsukuwan Port

28/1/2011 Designated port
（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 translation 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

50

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）（3 ports）

Storagefacility

Kamaishi Port

Ishikari Bay New Port

19/12/2006 Designated 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3 Creation of a recycling-oriented society②Systematic 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 translation 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 ● Act on Recycling, etc. of End-

Life Vehicles, and a motor vehicle tonnage tax reimbursement system
was instituted for end-of-life vehicles. The aims of these efforts were
the promotion of appropriate processing of end-of-life vehicles and theprevention of illegal dumping.
As a result, a significant reduction has been achieved nationwide by
the end of the fiscal year 2020 in the numbers of improperly stored
vehicles (5,194 vehicles; 97.3% decrease compared the year 2004) andillegally abandoned vehicles (560 vehicles; 97.5% decrease compared to
the year 2004).

51

Automobile manufacturer / importer

were disassembled as specified in the Act on Recycling, etc. of End-of-

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

Recycling fee payment

revisions were made to the Road Transport Vehicles Act mandatingthat vehicle registration be deleted only after confirming that vehicles

Recycling fee deposit

Moneymanagementcompany

disposal, focusing on automobile manufacturers. At the same time

Final automobile
ownerInformation management center

divisions of duties between the parties involved in end-of-life vehicle

of-Life Vehicles system

ReportVehicles”was enacted in January 2005. This law mandated appropriate

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

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）Ship recycling
Ship dismantling (ship recycling)＊1 is carried out primarily in developing countries such as India and Bangladesh,and the problems of occupational accidents and environmental pollution in this work are beginning to beacknowledged. In order to solve these problems on an international level, Japan, as a leading country of maritime
trade and shipbuilding capabilities, led work on discussing within the International Maritime Organization (IMO)
and drafting a treaty, and the“Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009”(also known as the“Ship Recycling Convention”) has been adopted.
Early enactment of the Ship Recycling Convention not only ensures the safety of ship recycling facility
workers and protects the environment but it is also important for the continuous development of the global
maritime industry through smooth removal of old vessels from the market.
In March 2019, Japan became a signatory and has been working towards the early enactment of theconvention in other countries. In particular, Japan has been promoting support to improve ship recycling
facilities through ODA in India, which is a major dismantling country that is indispensable to the enactmentof the convention, and this led to India becoming a signatory in November 2019. The enactment requirementsof the convention 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 ofthe end of January 2020 is (1) 15 countries, (2) 29.5%, and (3) 2.5%＊2 respectively.
In the future, Japan will continue to cooperate in finding signatories in major dismantling countries such as
Bangladesh that have not yet signed the convention by examining issues in signing it.
On the other hand, the FRP (fiber-reinforced plastic) used in pleasure boat hulls is extremely difficult torecycle. Due to this, at information and opinion sharing events held by the District Transport Bureau, theRegional Development Bureau, and prefectural governments, Japan has striven to raise awareness andunderstanding of the“FRP Boat Recycling System”operated by the Japan Marine Industry Association inorder to promote appropriate recycling of used FRP hulls.
＊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 assuming that 40% of global merchant shipping tonnage in 2018 to be merchant shipping tonnage of signatory countries.

●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 translation by Eco-MoFoundation)52

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

4M
 easures by local governments, companies,
citizens’ organizations, etc.
（1）Measures by local governments
Local governments are working on global warming countermeasures in the transport and traffic sectors
according to their regional characteristics. Here we introduce the efforts of Fukui Prefecture, Himeji City
(530,000 inhabitants), and Oyama City (160,000 inhabitants).

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

Fukui Prefecture has one of the most automobile-dependent society in Japan. As this excessive dependence

is implicated 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's manifesto, mobility management (the optimal
usage of transport means), which includes track-sharing by different railway companies, the extention of
station-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 Depend 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 Prefecture53

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 users of public transport which are on a downward trend and to maximize theeffect 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 policy pillars, i.e. “improvement in theuser-friendliness of public transport,”“improvement in the usage environment”and“promotion of participationand cooperation”
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 of passengers while utilizing local resources. Moreover, each year, public transportclasswork are being held by transport operators with elementary school children as the target to prepare thenext 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

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

■Oyama City-A project on promoting the use of community buses-

The number of bus users in Oyama City, which used to be 13.33 million/year (1970) at its peak, dropped to

152,000/year (2007), and private bus companies withdrew from the business. Since then, Oyama City has been
operating the city’s only community bus service, the“O-Bus”.
The city launched a project on promoting the use of“O-bus”in 2018, and since then, it has undertaken avariety of initiatives to promote the use of this service. Below are three distinctive initiatives in this project.
The first was publication of“Bloom!”, a lifestyle tabloid that proposes a life with buses. It was distributed
three times to a total of 53,000 households in the city. They also included information on places that can beaccessed by bus and articles describing how to live more comfortably by using buses for men and women of
all ages. As a consequence, the impression of people that“it is lame to take bases”changed, and the numberof opportunities for them to use buses increased.
The second, a new paper pass for commuters,“O-Bus Noroca,”was launched in October 2009. This
commuter pass features a user-friendly name “noro”(
means both“let’s take a bus”and“running slow”) anddesign in addition to a discount of 70% off the original price with unlimited-area ride by making it available forall lines.
In October 2020, a mobile pass for commuters“Smartphone de Noroca”was launched, allowing customers
to purchase and ride“O-Bus noroca”via a smartphone application LINE. Most recently, in February 2021,
they started a LINE coupon service. Furthermore, they have conducted an experimental study on taxi
vouchers that the clients can use by presenting“O-Bus Noroca”and provided a service that the clients canreceive discounts at commercial centers.
Third, they have put efforts into developing new routes, using larger buses, and increasing the number ofservices; Watarase line was newly introduced in March 2019, and in April 2020, Harvest Walk line was added
and the number of services increased for the New Shimin Hospital line. In addition, a larger bus started
running for Hanegawa line. In October, 2021, the number of services for Takadake line increased.
As a consequence of the above efforts, the system currently operates buses on 14 routes, covering 5
suburban-demand bus areas. The number of users increased from 367,000, approximately, in 2008 to 737,000 in
the fiscal year 2020, and it is expected to exceed 800,000 in the year 2021.

The lifestyle tabloid “Bloom!”
distributed to a total of 53,000
households in the city.

70％ oﬀ the original price with unlimited-area ride
A commuter pass for buses “O-Bus Noroca”

From the minimum service to the convenient service
Proactive introduction of new routes and increased operations

55

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（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 2018 by 23% in comparison to 2005

(year)
Source: The Scheduled Airlines Association of Japan (Tentative translation 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 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 2018 was 5.1%
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 forestation activities around airports nationwide, participation in coral planting in
Okinawa, and development of eco-tours related to the above activities.
・Hold environment seminars by pilots to raise the environmental awareness of children, who represent the
future.

56

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

②Railway companies

The Japan Private Railway Association, which is a group of railway operators, has been involved in the“Carbon Neutral Action Plan”formulated by the Japan Business Federation to realize a carbon neutral
society in the future. They are mainly working on the following activities.
Target: Reduce power usage basic units in 2030 by over 5.7% in comparison to 2010
Contents of primary measures:○Introduction of energy saving (railway) 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, 2021)●Rates of introduction of energy saving cars by 16 major private rail companies

Number of cars owned

Control method

Cars with regenerative brakes
Cars without regenerative brakes

Number of reduced weight cars

VVVF control

12,806 cars*

11,576 cars

Chopper control

1,837 cars*

805 cars

Resistance control, other568 cars*

192 cars

Resistance control, other

2,090 cars

218 cars*

17,301 cars (A)12,791 cars

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

15,429 cars (B)(total of *)Share of energy saving cars

89.2％（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 Japan Private Railway Association (Tentative translation 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
They attempt to reduce noise and vibration through introduction

Reducednoise trains

Long rails

of noise-absorbing vehicles, longer rails, concrete sleepers on theTrack
improvement

track, and installation of rubber and other elastic materials
between the concrete railbeds and sleepers.
○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
used by the station.

Wind power
generation

Solar power
generation

Source: The Japan Private Railway Association(Tentative translation by Eco-Mo Foundation)

57

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Truck, 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
The Japan Trucking Association has been involved in the“Carbon Neutral Action Plan (Commitment to a
Low-carbon Society)”formulated by the Japan Business Federation and has set a goal of reducing CO₂
emissions per ton-kilometer transported by commercial trucks by the fiscal year 2030 by 31% compared to
the year 2005 on a CO₂ emissions unit basis. The entire industry is working on various environmental
measures.
【Contents of measures】❖Spread of trucks with great environmental performance and equipment that greatly improves fuel efficiency
・Work in cooperation with the government to provide partial subsidies for the price difference withordinary vehicles in order to further promote the spread of environmentally-friendly vehicles such as
promising natural gas (CNG) trucks or hybrid trucks with good fuel efficiency as replacements for fossil
fuels from the point of view of energy security.
・Provide subsidies for air heaters and truck battery driven coolers which can be used when engines are
stopped during truck driver breaks, when waiting for cargo to be loaded, etc.
・Make environment-compatible trucks and energy-saving equipment eligible for modernization fundfinancing and subsidize high rates of interest compared to ordinary investment.
Eligibility for various subsidies

CNG trucks

Hybrid trucks

Air heaters

Truck battery driven coolers❖Support for improvement of awareness about environmental measures and energy-saving
・Distribute manuals to promote eco-driving and provide support for operator and driver initiatives.
・Participate in“the Eco-Drive Activity Contest”held by the Eco-Mo Foundation and promote theacquisition of Green Management certification.
❖Project to create“Truck Woods”
・With the aim of preventing global warming through cultivating trees, the association has beenpromoting its project to created“Truck Woods”since 2003. Around one hectare of national forest
field has been set aside as“Truck Woods”and the association planted trees in Tsurumi Ryokuchi
Park in Osaka Prefecture in 2020 in a project to contribute society in which the association is
involved in various activities in cooperation with local volunteers to protect the forests.
・I n addition, the association is promoting projects to create independent“Truck Woods”inprefectural trucking associations and to spread this initiative nationwide.

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4 Measures by local governments, companies, citizens’ organizations, etc.
〈2020 Project to create “Truck Woods” (Tsurumi Ryokuchi Park in Osaka Prefecture)〉❖Investigation into formulation of new action plan・In order to accurately respond to social conditions and environmental change concerning the trucking
industry including the worsening global warming issue, the“New Basic Environmental Action Plan”wasformulated in 2014 and the association is working to promote the environmental measures upheld by thetruck transportation industry.
〈2020 New Basic Environmental Action Plan〉

New Basic Environmental
Action Plan

Measures

Basic policy①

Promote the spread of
eco-driving

Work towards recognizing the importance of eco-driving,widespread use of eco-driving and establish methods tomanage fuel efficiency as well as improving fuel efficiency
for all vehicles.

②

Thoroughly implement
shutting off engine when
stoppedThoroughly enforce shutting off the engine when stopped.

③

Promote purchase ofadvanced environmentcompatible vehicles

Work towards replacing diesel trucks, old ones in particularwith advanced environment-compatible vehicles.

④

Promote transport efficiency

Actively promote collaborative transportation and delivery,
an increase in size as well as digitalization of vehicles inorder to improve transport efficiency even further, along withworking to improve ratio of loading trips to total trips andload factors.

⑤

Reduce noise pollution

Consider the local environment and work towards reducing
noise pollution through enforcing driving that generates
little noise.

⑥

Promote appropriate disposal
and recycling of waste

Works towards appropriate disposal or recycling of wastefrom used vehicle materials or overhauls. In addition,
promote reuse and recycling of transportation packaging
materials etc.

⑦

Promote environmental
awareness activities

In addition to thorough awareness campaigns for the New
Basic Environmental Action Plan, seek understanding of
initiatives to reduce the environmental burden within andoutside of the truck transportation industry. In addition, eachtruck operator will place importance on the environment andincorporate this into their corporate philosophies.

⑧

Request cooperation fromgovernment, etc.

In order to promote and enhance the efficacy of the New
Basic Environmental Action Plan, actively promote policy
recommendations towards reducing environmental burden
and request activities to related institutions.

⑨

Use carbon offset

Efficient use of carbon offset system.

⑩

Cooperate with related
government institutions andgroupsActively participate in frameworks for all kinds ofenvironmental measures with related government
institutions and groups and cooperated with the governmentand related groups.

■Introduction of Business Initiatives: ENEX Co.
The greatest achievement was that drivers acquired skills
to “drive gently”.
Under the motto of“Deliver Safety and Security to our Customers,”
the company transports petroleum, high-pressure gas, and chemical
products. Since they are responsible for logistics of hazardous materials
that require specialized knowledge, they place the highest priority on safety while performing businessactivities that give maximum consideration to the global environment. In addition to implementing a routine
training plan, the company also strives for safe daily operations and environmentally friendly eco-driving.
59

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○Becoming a logistics company that contributes to society
As a member of the Japan Oil Transportation (JOT) Group, we aim to be a logistics company that
contributes to the social development by setting five company missions:“Safety,”“Fairness,”“Trust,”“Challenge”and“Harmony.”Of these, under“Harmony,”weare“striving to protect the natural environment and achieve

Green management certificatesocial harmony through social contribution activities”; theentire company is involved in various environmental activities
such as eco-driving, improving fuel efficiency, and reducing
fuel consumption. We recognize that“global environmental
protection is a universal theme”and have set the following as
our basic policies: (1) compliance with environmental laws andregulations, (2) prevention and reduction of environmentalload, (3) continuous improvement of environmental activities,and (4) dissemination of our environmental policy. As apromotion priority, we received “Green Management
Certification”. In particular, we strive for strict compliancewith national and local environmental protection laws andregulations, and for prevention of environmental pollution andcontinuous reduction of environmental burdens in the courseof our business activities. Furthermore, we are promoting
educational and awareness-raising activities to ensure that all employees, including drivers, are awareof our environmental policy and that everyone understands and acts accordingly while setting
environmental goals and reviewing them on regular basis,○Aiming to improve fuel efficiency by 1% compared to the previous year
We started full-scale environmental activities in the truck business in October 2003. Initially, we
worked hard on development of an activity promotion system, and in two years, the“Kanto Branch”
received“Green Management Certification”. After the following year, all other branches and sales
offices across the country started receiving the certification one after another, and now all of them havecompleted the registration. In our efforts to improve vehicle fuel efficiency, which is our most closely
watched issue, we have set a company-wide target of improvement by 1% compared to the previous
year, and each branch and sales office is implementing various initiatives to achieve this goal. Since eachbranch and sales office handles different products, different types of vehicles, and different
transportation routes, we believe that each of them can perform environmental conservation activities
relevant to the actual situations in an effective manner by implementing its own initiatives. For
example, at the Kanto Branch, driving conditions of their drivers are evaluated on a 100-point scale
based on digital tachograph records; for the drivers who did not score 100 points due to sudden
acceleration or sudden stops, instructions are provided on“how to drive gently”. In addition, at the
Kawasaki Sales Office, which is managed under the Kanto Branch, they prepare materials presenting
key points for energy-efficient driving prior to operation and determine the items to be focused on
during the operation of the particular day.
The cooperation of the drivers who actually operate the vehicles is indispensable for environmental
activities. Therefore, the most significant point is how to help drivers understand the importance of
these activities. One-way instructions alone will not win their understanding. For example, we believe it
60

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

is important to present the reasons why they need to stop idling, and also to respect their opinions,allowing them to have minimum idling during the summer in consideration of their health conditions.

○External eco-driving courses and thorough waste separation
Since fuel consumption tends to vary depending on the driver working on the same vehicle, we holdregular eco-drive meetings for each group, led by drivers in positions such as safety leaders or guidance
chiefs to share information and exchange opinions so that they can havethe same standard in terms of awareness. In vehicle inspections, apartfrom the routine inspections, we conduct a monthly vehicle inspection on
the 10th of each month at each sales office to prevent any breakdowns or
problems.
In addition, once or twice a year, each branch and sales office attend
external eco-driving courses sponsored by the vehicle manufacturer. We
also provide regular in-house eco-driving sessions, of course, but byreceiving trainings from vehicle professionals, they can learn the latest
knowledge and driving techniques and practice more advanced ecodriving.
Moreover, in order to make the environmental activities an initiative
for the entire team, not just for drivers, we have imposed various rules
on our offices as well. In addition to promoting thorough separation ofwaste, even for plastic bottle caps, we also ensure that copier papers areused on both sides and that lights are turned off in the office during
lunch breaks. In addition, we set an air conditioning system in our office
at moderate temperature: 28℃ in the summer and 18-22℃ in the winter.
We believe that accumulation of such small efforts is important forconservation of the natural environment.

○Eco-driving contributes to “gentle driving”
Although fuel efficiency has been improved as a consequence of receiving the Green Management
Certification, we believe that the biggest achievement is that each driver has become more aware of
eco-driving and has started to practice“gentle driving”. When we drive a large vehicle, the size of thevehicle itself could cause fear in those around us as in complaints that we used to receive from time totime, though we intended to drive with ordinary care. However, we have not had such issues ever since
we started the environmental activities. This is probably because the drivers, who are aware of ecodriving, have been more relaxed when they are driving. In addition, an accident rate has also decreased,
contributing to“safety”and“better business impressions among customers”along with“reduction of
the environmental load”.
Environmental activities are positioned as our priority measures together with safety measures, but
after many years of continuous practice, we become“accustomed”to these activities. Therefore, wewould like to find ways to develop a sense of accomplishment so that our activities do not becomestagnant due to“habituation”. Participation in external eco-driving courses is also intended to change
perspectives of our activities so that we will never get stuck in a rut. We hope that this produces avirtuous cycle in which drivers’awareness improves through activities that incorporate novelty, andthis improvement is reflected in their evaluations, which in turn increases their motivation andstimulates their activities. By maintaining a sense of tension in a positive way and continuing these61

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

activities, we hope to develop human resources whowill place the highest priority on safety andenvironment.
In the future, we intend to actively introduce
environmentally friendly vehicles when replacing our
fleet. In recent years, passenger cars powered byelectricity and hydrogen have been developed one
after another, and in the future, this will happen to
heavy-duty trucks as well. By introducing suchvehicles, we hope to make a greater contribution toconservation of the natural environment.

■Nihon Bus Association- Bus business“Low Carbon Society Implementation Action Plan”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
Proactively introduce electrified buses (fuel cell, electric and hybrid buses) and fuel-efficient vehicles at
the time of purchasing new vehicles by utilizing subsidy programs provided by the national and local
governments as well as the Nihon Bus Association.
・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◇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◇Promote introduction of community buses
・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.
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4 Measures by local governments, companies, citizens’ organizations, etc.

■Japan Federation of Hire-Taxi Association- Hire-taxi industry's a Low Carbon Society Implementation Action Plan (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 Areas”, revised in November 2013, the federation is
promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇Promotion of universal driver training and cultivating high quality drivers.
◇Improve of user convenience and promotion of taxi usage by improving taxi stands and promotion of the
deployment of advanced technologies such as smartphone-based technologies.
◇Expansion of shared taxi use and reduction of the amount of private car usage.
･Enrichment of and PR for sightseeing taxis◇Enrichment and engagement of PR for sightseeing taxis in order to reduce the usage of private cars on
freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestion and parking space
shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at
phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
travellers.
･Improvement of operation eﬃciency◇ Promotion of 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 to related organizations to establish and improve taxi pools in order to reduce the amount ofunoccupied taxi operation.

63

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector･Eco-driving◇Ensuring thorough stopping of engines when vehicles are stopped, prevention of excess vehicle coolingand 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.
◇ Promotion of the stopping of engines when vehicles are stopped and the deployment of EMS (digitaltachographs) 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◇ Encouraged use of 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 (End-of-Life Vehicles) 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.

④Warehouse companies

The Japan Association of Refrigerated Warehouses is continuing its efforts to reduce“CO2 emissions andenergy usage”through measures such as: ① Acceleration program (subsidizing 1/3 of project costs) for the
introduction of energy-saving natural refrigeration equipment for the early realization of a CFC-free and low
carbon society, and promotion energy-saving machines that don’t use CFC, ② carrying out“Energy usagefact-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 cost of acquiring new
Green Management certifications).

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

（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 & Car-free Day (September 16 to September 22),
initiatives in which residents refrain from using their own personal vehicles in central city areas and consider theissues of traffic and its effects on the environment, and urban life and how to best use vehicles. These transportmeasures and events, which began in Europe, have spread to roughly 3,000 cities around the world, linked by acommon objective and working at the same time in a global environmental and transport event. In 2021, 9 cities inJapan participated. (Kisarazu City*, Yokohama City*, Zushi City*, Kanazawa City, Fukui City*, Toyohashi City,
Osaka City*, Nara City, Fukuyama City*.)＊Citizen group-sponsored; Those unmarked are local government-sponsored. Secretariat : 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 lend 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 Denki Unazuki Project.
At the Unazuki Hot Spring, it introduced apublic transport project using renewable

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

Park and rideto the hot spring
districtenergy such as small hydroelectric generation
and Green Slow Mobility (eCOM-8 low-speed
eight wheel electric community vehicles,
known

as“EMU”). The

Corporationisworking to attract tourists to Unazuki Hot

electrified vehicle
rentalSpring, which has flourished as an advanced
eco-hot spring resort as the result of thispowerdevelopment,

and

to

promoteautonomous community development fromthe perspective of local consumption of locally
produced energy.

The hot spring district isan electrified vehicle zone

Energy is provided
by small hydroelectric
generation

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

65

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

ColumnNationwide Bus Map Summit(Bus map creation initiative by citizens)
The Nationwide Bus Map Summit is held 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.
Last year, the 18th meeting was held in Takizawa. In the weekly Zoom meetings, they discussed the GTFS
data conversion and update system for bus information, automatic map drawing, and overall transportation
information as the basis for MaaS.
●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 translation by Eco-Mo Foundation)●Bus maps example (wap)↑ Front side (Japanese)
Reverse side (English) →Source: Wakayama Transport Machizukuri Council — Wakayama Komachi

66

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

（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 cooperationof certified companies, among society, or 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. By the end of 2021, the number of certified and registered operators
reached 3,231 at 6,337 business sites. The Eco-Mo Foundation announces these operators as“environmentallyfriendly transportation operators”on its website, and also makes a monthly press release on the newregistrations to newspapers. In addition, the number of vehicles owned by certified and registered operatorsof trucks, buses and cabs accounts for 10.5% to 14.5% of the total number of vehicles owned by operators
nationwide 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, 2021

Vehicles owned
by allcompanies

Percentage
Owned byCertifiedCompanies

Notes(Note 1): The number of vehicles owned as of the end of March 2020.
Source: “The number of vehicles owned based on data from the
Ministry of Land, Infrastructure, Transport and Tourism’s Motor

Trucks138,472

1,316,217(Note 1)

Vehicle Bureau” (published by the Automobile Inspection and

10.5%

Registration Information Association). Figures include thenumber of trucks for business use (excluding trailers) andspecial purpose vehicles for business use, and do not include
the number of registered light freight vehicles.
(Note 2): The number of vehicles owned as of the end of March 2020.

Buses

13,927

114,801(Note 2)

Source: “The number of vehicles owned based on data from the

12.1%

Ministry of Land, Infrastructure, Transport and Tourism’s Motor
Vehicle Bureau” (published by the Automobile Inspection andRegistration Information Association).
(Note 3): The number of corporate cabs plus the number of vehicles

Taxis

28,472

195,984(Note 3)

specialized in welfare transport as of the end of March 2020.

14.5%

Source: “Taxi Today in Japan 2021” (published by the Japan
Federation of Hire-Taxi Associations).

67

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■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○ Expressly written 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“.
○Expressly written 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 Local 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
68

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

Local governments:
6 organizations (Chuo-ku, Tokyo; Shinjuku-ku, Tokyo; Sumida-ku, Tokyo; Katsushika-ku, Tokyo; Yokohama
City, Kanagawa Prefecture; Shiojiri City, Nagano Prefecture)
Industry groups
Japan Association of Refrigerated Warehouses, 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 Site Certification
SystemThe Excellent Eco-Commuting Business Site Certiﬁcation System has been implemented since June 2009 tocertify business sites which actively promote eco-commuting, widely sharing information on their eﬀorts inorder to promote greater adoption of eco-commuting.
The“Conference on Promotion of Public Transport”, consisting of various transport operator organizations,
economic organizations, related government bureaus, and other organizations, acts as its certification body.
MLIT’s Policy Bureau Regional Transport Division and the Eco-Mo Foundation jointly operate the certification
system as the secretariat. By the end of December 2021, 760 business sites have been certified and registered.
Certified establishments that have made particularly outstanding efforts may be recommended for the
Minister of Land, Infrastructure, Transport and Tourism Award. In the fiscal year 2021, Kofu City Hall
received the“Minister’s Commendation for Excellent Transportation-Related Environmental Preservation
Business Award in 2021”.
●Eco-Commute Day: Call for Participation
and Cooperation●Recommending bus commuting for city
employees

69

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of eco-driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementation Council (consistingof 16 transport related organizations) as well as conducting activities in order to promote the spread of diverse
eco-driving independently.
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 the fiscal year 2011, the“Eco-Driving Activity Contest”has been held under the auspices of the EcoDrive Promotion Liaison Committee (National Police Agency, Ministry of Economy, Trade and Industry, Ministryof Land, Infrastructure, Transport and Tourism, and Ministry of the Environment) and the Eco-Driving
Promotion Council, with the“Minister of Land, Infrastructure, Transport and Tourism Award”(businesscategory) and the“Minister of the Environment Award”(general category) being given since the year 2014.
The award ceremony for the top winners for the year 2021 was held on November 26 during the“Eco-Driving
Symposium 2021”.

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

Truck
トラック

Passenger
乗用車 vehicle

2009

2010

140,000
120,000
100,000
80,00060,00040,00020,000
2008

2011

2012

2013

2014

2015

2016

●2021 Eco-Drive Activity Contest award ceremony
概主催

後 援（ 予 定 ）要公益財団法人 交通エコロジー・モビリティ財団「エコドライブ普及連絡会」（警察庁、経済産業省、国土交通省、環境省）「エコドライブ普及推進協議会」① 応 募 期 間 : 2021 年 5 月 7 日（金）〜7 月 7 日（水）② 表 彰 式 : 2021 年 11 月 26 日（金）開催予定の「エコドライブシンポジウム」の会場で国土交通大臣賞、環境大臣賞、優秀賞、 審査委員長特別賞の受賞事業者を表彰。
事業部門（緑ナンバー）

2019

2020

自社の車両を保有（リースを含む）するトラック、バス、タクシーなどの運輸事業者。

一般部門（白ナンバー）

移動などの業務上で車両を使用している事業者。自社の製品等を運搬している場合を含む。

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。

活動コン
イブ
ク
ラ

ル
ー

募 集 対 象2018

●Contest leaflet（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

スケジュール
（予定）

2017

エコ
ド

0

2021年度※詳しくは事務局窓口までお問い合わせください。

ユニーク部門を除き、原則として事業所単位での応募とします。複数の事業所の燃費等を一元管理している場合は、まとめて応募（共同申請）が可能です。

表彰◉ 国土交通大臣賞 【事業部門】◉ 環境大臣賞【一般部門】◉優 秀 賞◉優 良 賞◉ 審査委員長特別賞【ユニーク部門他】

1件
1件
6 件程度
40 件程度
数件

賞状及び記念品
賞状及び記念品
賞状及び記念品
賞状

賞状及び記念品※大臣賞を受賞した事業者は、その後の３回のコンクールでは受賞できません。優秀賞の場合はその後の２回のコンクールで、優良賞の場合はその後の１回のコンクールで、より上位の賞でなければ受賞できません。
※一定レベル以上の活動をしていると評価された場合は、「エコドライブ優良活動認定証」を授与しますので、継続しての応募を歓迎いたします。

参 加 費 用無料

ユニーク部門との併願を希望して応募ができるようになりました！
今年度より事業部門/一般部門からエントリーする際に、ユニーク部門との併願を希望していただく事が可能になりました。
ユニーク部門との併願を希望された場合、事業部門/一般部門でご提出いただいた二次審査資料の中に「特徴的な取組」が含まれていないか確認いたします。
特徴的な取組が含まれていた場合は、事務局よりユニーク部門の追加資料の提出を依頼いたします。
いただいた追加資料を審査した結果、評価が高かった場合、ユニーク部門で表彰される可能性があります。

事業部門※併願をチェックした時点では、「併願を希望した」
だけで併願をしたことにはなっておりませんのでご注意願います。

事業部門

トラック、バス、タクシーなどの運輸事業者

主

一般部門

自家輸送や移動で車両を使用する事業者■ 後援（予定）「エコドライブ普及連絡会」

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

事務局から追加資料の提出依頼があり、提出いただいた時点ではじめてユニーク部門に併願をしたことになります。

国土交通大臣賞

参加費用

無料

催

（警察庁、経済産業省、国土交通省、環境省）

ユニーク部門との併願
ユニーク部門との併願を希望された場合、事業部門/一般部門でご提出いただいた二次審査資料の中に「特徴的な取組」が含まれていないか確認いたします。
特徴的な取組が含まれていた場合は事務局よりユニーク部門の追加資料の提出を依頼いたします。
いただいた追加資料を審査した結果、評価が高かった場合、ユニーク部門で表彰される可能性があります。

□ユニーク部門との併願を希望する

問い合わせ先

環境大臣賞

一般
部門

参加登録時にチェックしてください！

（事務局窓口業務委託先：株式会社アスア）〒453-0804 愛知県名古屋市中村区黄金通一丁目11番地 アスアビル

70

TEL : 052-452-6886（平日10：00-17：00）

応募期間

5/7 〜 7/7
金

「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、

水※新型コロナウイルスの影響を考慮し、応募締切を延長する可能性があります。

（最新の情報は公式サイトにて随時お知らせします）（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

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

④Promotion 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“the 12th EST Traffic Environment Grand Prix”, which recognizes outstanding local efforts in traffic
environment measures, the grand prize, the Minister of Land, Infrastructure, Transport and Tourism Award,
was awarded to YKK Corporation in the fiscal year 2021. In October, its award ceremony and commemorative
lecture (the 12th EST Traffic Environment Grand Prix Award Ceremony and Commemorative Lecture) were
held. In the 2021, seminars for local governments and transportation operators (the 44th EST Emergence
Seminar in Kurobe [Hokuriku-Shinetsu] and the 45th EST Emergence Seminar in Oyama [Kanto]) were also heldin cooperation with the Regional Transport Bureau and others. In addition, information was provided throughthe EST portal site (http://www.estfukyu.jp/) and newsletter as well as Twitter (https://twitter.com/#!/officeEST).

●12th EST Transport Environment Award results
Award

Recipient

Name of Main Project
A Challenge on Reformation of Commuting
Styles for Employees in Kurobe City, Toyama
Prefecture

Grand Prize【MLIT Minister Award】○YKK Corporation

Outstanding
PerformanceAward○O yama City Community Bus O-Bus Service Promotion Project Oyama City Community Bus “O-Bus” Service
Executive Committee
Promotion Project

IncentiveAward

Donan Bus Co., Ltd. and Muroran City

Public-Private Partnership to Promote
Community Bus Services and Environmental
Community Development●The lifestyle tabloid “Bloom!”
A mother and a child reading the Bloom! (TheOyama City Community Bus O-Bus Service
Promotion Project Executive Committee)●Bus stop at YKK Kurobe Plant (YKK Corporation)

71

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion of mobility management education (Transport Environment Education)
To promote mobility management education (transport environment learning), we support local governments
and elementary/junior high schools by creating a base for continuous implementation and distributing educational
declarations that serve as guidelines.
For local governments, we continued to provide assistance to Hachinohe City and Urasoe City. For schools,
we provided supports to 25 schools.
<Supporting local government initiative>
Hachinohe City: They prepared video resources for learning and offered a class at one school. Moreover, theylaunched a portal site for mobility management education, which includes the videos created todate and cases experienced in the classroom.
Urasoe City: They reviewed the teaching materials and ICT learning materials prepared in the fiscal year 2020and offered classes at two schools.

Hachinohe City Mobility Management Education Portal Site
（https://www.city.hachinohe.aomori.jp/section/public_transport/education/index.html）

72

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

⑥ Exhibit at EcoPro 2021

The EcoPro Exhibition is a comprehensive exhibition on environmental issues that has been held at Tokyo

Big Site since 1999 to promote environmentally friendly products and services. This is one of the leading
environment-related events in Japan, attracting business people, government officials, and general consumers.
Eco -Mo Foundation participated in the exhibition, presenting the current status of global warming issues
and its countermeasures in the transport sector as well as introducing the Foundation’s activities through avideo and panel display.
(Participants in EcoPro 2021: 353 companies and organizations as presenters; approximately 55,000 visitors;
the number of people who visited Eco -Mo Foundation booth: approximately 1,800)●Eco-Mo Foundation Booth Photos73

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑦Promotion of Green Slow Mobility

The waning of public transport in provincial areas 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.
Green Slow Mobility have little environmental impact and can coexist harmoniously with pedestrians andcars due to their low maximum speed of under 20km/h. Hopes are high for the potential these vehicles haveto address environmental impact and reduced senior mobility problems when used for living activities withincommunities and as a means of transport in tourist destinations, helping achieve an even lower carbon society.
Golf carts have been permitted to drive on public roads since 2014, and societal pilot tests have finallybegun. Since 2018, efforts have been made to increase the promotion of Green Slow Mobility through nationalverification experiments, vehicle purchasing subsidies, etc.
The Eco-Mo Foundation continues to lend its experimental vehicles, to hold training sessions, and to shareits operational know-how.

●Renting out an experimental vehicle (Hanno)●Workshop (site visit) (Setoda)74

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

⑧Publication 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 2015 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 2021 English Version75

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 2019 found that of
the approximately 9,113,400 homes studied, approximately 526,500 (5.8%) 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. Approximately 243,400 homes (2.6%) exceeded environmental noise standards both during
the day and at night.
Of the approximately 3,900,300 homes in areas along major arterial roads, approximately 383,900 (9.8%)
homes exceeded environmental noise standards during the day, at night, or both. Of those, approximately
173,400 (4.4%) 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 urban expressways. Of the approximately 90,600
homes located in these areas, approximately 10,000 homes (10.7%) exceeded environmental noise standards.
(Source: Ministry of the Environment “Automobile Transport Noise in 2019”)
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
Regarding noise from Shinkansen trains, based on“About the Environment Standards Associated with
Shinkansen Railway Noise”that was announced by the Environment Agency in 1975, measures, such as
setting up and raising soundproof walls, have been carried out in order for the environment standards to beattained.
In addition, regarding noise from conventional railways, based on the“Noise Countermeasure Guidelines
Regarding the New Construction or Large-Scale Improvement of Conventional Railway Lines”that was
published by the Environment Agency in 1995, measures such as the use of long rails are being carried out inorder 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

surrounding airports. Combinations of these measures arebeing implemented in a balanced way according to theAirfront Oasis

Distribution
facilities and stores

Noise berm

City planninggreen space

Water quality
management

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

Improvement ofsilencing facilities
Introduction of
low-emission
vehiclesPromotionof GPU use
Promotion of the green
government buildings
Promotion of installationof rooftop gardens

Introduction ofalternative energy
sources

operation method and restrictions on departures andlandings. As a result of advancements in noise reduction

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 translation 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 translation by
Eco-Mo Foundation)

Based on the efforts that followed, this system was made mandatory from January 2016.
There are three large vessels for dredging and oil recovery deployed in the country, and there is a publicprivate oil control system established in accordance with the Law Relating to the Prevention of Marine
Pollution and Maritime Disasters so that they can respond immediately in the event of an oil spill incident in
the waters surrounding Japan. Furthermore, there is a system established for Japan, China, South Korea andRussia to respond in a cooperative manner to a large-scale oil spill in the waters surrounding Japan; theinternational cooperation and coordination is being strengthened through the“Northwest Pacific Action Plan（NOWPAP）Regional Oil, Hazardous and Noxious Substances (HNS) Spill Contingency Plan (2008)”.

（2）Countermeasures against harmful aquatic organisms in ballast water
Various organisms such as plankton contained in ballast water (seawater loaded as a safety weight when aship is empty) can induce harmful effects on the ecosystem and cause damages to human health and economic
activities when they are transported to places where they do not belong and released in the ballast water
being discharged. In order to implement a standardized regulation worldwide as a countermeasure to thisproblem, the Ballast Water Control and Management Convention, adopted by the International Maritime
Organization (IMO) in February 2004 came into force in September 2017. Japan has concluded the Convention
and has guaranteed it domestically through the Law Relating to the Prevention of Marine Pollution, etc. andMaritime Disasters.
As of January 2022, 11 hazardous water ballast treatment facilities from 9 companies have received typedesignation based on the latest standards (BWMS Code), and the first hazardous water ballast treatment
facility“JFE BallastAce”developed by JFE Engineering Corporation, which was put into practical use after
receiving type designation from the Ministry of Land, Infrastructure, Transport and Tourism, has been
installed on board of a ship owned by Nippon Yusen Kaisha (NYK) Corporation. Since its installation on NYK’s
car carrier“Emerald Leader”in August 2010, many vessels have been equipped with the hazardous waterballast treatment system.

78

3 Ship exhaust gas emissions countermeasures

3 Ship exhaust gas emissions countermeasures
In order to reduce air pollution caused by Sulphur Oxides (SOx) emitted from ships, the Sulphur content inship fuel oil is being regulated on a global scale under the MARPOL Convention. Due to revisions to the
MARPOL Convention in 2008, the allowance of Sulphur content was strengthened from its previous level of
3.5% or less to 0.5% or less from January 2020.
In Japan, in order to smoothly handle the implementation of these strengthened regulations, the shipping
industry, oil industry, the MLIT and the Ministry of Economy, Trade and Industry collaborated together andshared a mutual understanding on the range of fuel oil conditions and specifications complying with the
MARPOL Convention so that Japanese petroleum suppliers can provide a stable supply of oil while minimizing
an impact on ship safety and operation. For that purpose, the trial operation using actual ships was also
conducted.
Following the entry into force of the strengthened Sulphur content regulation, operations by the industry is
being followed up in order to ensure the smooth implementation of the regulations.
●International regulations for reducing Sulfur Oxide (SOx) and Particulate Matter (PM) emissions
2008 MARPOL Treaty Revision

Summary of SOx regulations

MARPOL Treaty

Generalsea areas•Through the revising of the MARPOL Convention in2008 by the International Maritime Organization (IMO),
the allowance of Sulphur content within fuel oil forships was globally strengthened from its previous levelof 3.5% or less to 0.5% or less from January 2020.

•For Japan, as an environmentally advanced country, it

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

is necessary to appropriately handle the reduction of

the bad eﬀects on human health and the environment
from the SOx emissions of ships.

Source: MLIT (Tentative translation 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

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℃

of 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 translation 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 translation 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 the earth byabsorbing 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, andimpairing 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 1970 to 1980 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).
Note: The period before the prominent damage to the ozone layer82

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 translation 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 up
to 1 year or a ﬁne of up to 500 thousand yen.
Source: METI and MOE (Tentative translation 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 translation by Eco-Mo Foundation)84

6 Global environmental observation and monitoring

6 Global environmental observation and monitoring
Implementing appropriate 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, theJapan Meteorological Agency is implementing thefollowing measures in accordance with the“Strategic
Policy Regarding Future Global Environmental

Greenhouse 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

Fukuoka

Operations”, formulated and announced in 2008.

Ryofumaru
Yonaguni

In order to assess greenhouse gas conditions, theIshigakijima
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 translation 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.
Based on the observation results, the Japan Meteorological Agency compiles the“Climate Change
Monitoring Report”and releases the latest scientific information and findings on climate change.
In December 2020, the Japan Meteorological Agency and the Ministry of Education, Culture, Sports, Scienceand Technology (MEXT) released“Climate Change in Japan 2020,”an overview of observation results andfuture projections on climate change, based on the advice of the“Advisory Panel on Climate Change”.

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

Minamitorishima●Climate change monitoring report
気候変動監視レポート

Yonagunijima

2020
世界と日本の気候変動および温室効果ガス等の状況（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007High
令和３年４月Changes in carbon dioxide concentration over time at Ryori, Minamitorishima, and Yonagunijima (top)Changes in planetary carbon dioxide concentrations calculated from observation results (bottom)

気Source: MLIT (Tentative translation
by Eco-Mo Foundation)

象庁

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
currently in operation. Himawari 8 was launched in

Doubled horizontal resolution
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 was launched in 2016, and will remain in orbit

10 min infrared
30 minin standby until 2022. Himawari 8 and 9 have radiometers

10 min10 min Infrared(AHI) which use cutting edge observation technologies, andHigh frequency observation
Every 2.5 min inarea around Japantheir deployment ahead of other US and European next
generation stationary satellites has drawn international

Increased number of bands（channels）

High frequency

attention.

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

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

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.

Worldwide distribution of Argo ﬂoats reporting data
within the past month（3,921 ﬂoats as of January
13, 2022. 214 of these ﬂoats are Japanese,
indicated with a（●）.）

Source: MLIT and Japan Agency for Marine-Earth Science and Technology (Tentative translation 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's Japan Oceanographic Data Center collects and manages sea data from Japanese
oceanic research organizations, and provides it to related organizations and the general public.
●“Ocean Health Index” Long-term trends in sea surface
temperature (global average)
Diagnosis (2020)•The annual mean sea surface temperature (global average) for 2020 was +0.31℃ , which was
the third highest since the statistics began in 1891.
•The annual mean sea surface temperature (global average) changes due to a combination ofoceanic and atmospheric variations over time scales of several years to several decades, global
warming, and other influences. The long-term trend is an increase of 0.56℃ per 100 years.

Trend=0.56 (°C/100 years)

Sea surface temperature annual deviation (°C)

Average annual value: Average for 1981 to 2010

JMA

Year

Annualdeviation

5 yearmoving averageLong-termchange trend

Trends in annual mean sea surface temperature (global mean) changes
Values for individual years are connected with a black line. 5 year moving average values areconnected with a blue line. The long-term change trend is indicated with a red line.
The average annual value is the average value for the 30 year period from 1981 to 2010.

Source: JMA (Tentative translation by Eco-Mo Foundation)（4）Ozone layer observation and monitoring
In order to protect the ozone layer, which absorbs harmful
ultraviolet radiation from the sun, the production, use, and tradingof fluorocarbons and other ozone layer destroying substances is●UV index (max daily values)
紫外線の予測分布図 2021年08月02日06時発表
紫外線の予測分布図
2021年08月02日06時発表
2021年08月02日12時の予測
2021年08月02日12時の予測

internationally regulated by the“Montreal Protocol”and otheragreements 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-understandnumerical data indicating the strength of ultraviolet radiation.

Leaflet | 地図出典 地理院タイル（加工して利用）© Japan Meteorological Agency 2019

Source: JMA

87

Ⅳ．Measures in Response to Other Environmental Issues（5）Promotion of regular observation at the Antarctic
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 Antarctic, etc., and international activities focusing on land measurement and geographical information.
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 Antarctic (October) 1979 to 2021
Southern Hemisphere distribution of average total ozone in October for 1979 and each year prior to the appearance of the Antarctic ozone hole.
The region with a concentration of 220m atm-cm or less in the ozone hole.
Created by the JMA based on satellite data provided by NASA.

October 1979

October 2021

Created by the JAM based on satellite data provided by NASA

Created by the JAM based on satellite data provided by NASA

Source: JMA and NASA (Tentative translation 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, not only“mitigation”
by restraining greenhouse gas emissions, but also“adaptation”to the already appearing effects and the longterm effects should be promoted.
In October 2021, the“Climate Change Adaptation Plan”based on the Climate Change Adaptation Law wasrevised in order to strengthen Japan’s overall climate change adaptation measures. Under the Plan, relevant
ministries and agencies will work closely together to promote climate change adaptation measures under thefollowing seven basic strategies.
① Incorporate climate change adaptation into all relevant measures② Promote climate change adaptation based on scientific knowledge③ Consolidate the wisdom of Japan’s research institutions and develop an information infrastructure④ Promote climate change adaptation in accordance with local conditions⑤ Deepen public understanding and promote climate change adaptation in accordance with business activities⑥ Contribute to the improvement of adaptation capacity in developing countries⑦ Ensure close coordination and cooperation systems among relevant government agencies
The Ministry of Land, Infrastructure, Transport and Tourism (MLIT), which has jurisdiction over various
fields including land conservation and is responsible for creating a safe and secure national and regional land,
has established the pillar“Promotion of Adaptation Measures to Realize a Climate Change Adaptive Society
against Climate Crisis” in the “MLIT Environmental Action Plan (revised in October 2021)” thatcomprehensively summarizes environmental measures within the ministry and has been working to steadily
implement various measures in areas including natural disasters, water resources and water environment,
national and urban life, and enhancement and utilization of scientific findings.
●Overview of the MLIT Climate Change Adaptation Plan (Summary of policies by sector)
Potential impact of climate change on land, infrastructure and transport(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
Architec Sea• 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 translation 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)
ELV (End-of-Life Vehicle)
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)
NIES (The National Institute for Environmental Studies)
NPA (National Police Agency)
OECD (Organization for Economic Co-operation and Development)
PM (Particulate Matter)
RFA (the Railway Freight Association)
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 2022
Published October 2022

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