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Japan Automobile Manufacturers Association, Inc.

Rational Approach for CO2 Reduction inTransportation Sector

Hirotsugu Maruyama
Japan Automobile Manufacturers Association, Inc.
Tokyo, March 29, 20121

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Japan Automobile Manufacturers Association, Inc.

Contents
1. Improving Vehicle Fuel Economy
2. Status of Alternative-Energy/Next-Generation
Vehicle Use
3. Reducing CO2 Emissions through the Integrated
Approach
4. Concluding Remarks

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1. Improving Vehicle Fuel Economy

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Japan Automobile Manufacturers Association, Inc.

1-1. Improving Passenger Car Fuel Economy• Fuel economy of passenger car has been dramatically improved.
• Japan’s automakers will continue to work hard in the effort to meet future fuel economy
standard with various fuel economy improving technologies and next generation vehicles.

242020 fuel economy standard (22.2）

★

22
20

★

18

2015 fuel economy standard (18.6）

16

★

14

2010 fuel economy standard (14.4）

12
1995

2000

2005

2010
Fiscal year (Apr 1-Mar 31)

2015

2020
Source: JAMA4

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Japan Automobile Manufacturers Association, Inc.

1-2. Vehicle Technologies for Increased Fuel Economy• Certified as well as on-road vehicle fuel economy has increased as a result of continuous
technological progress.
Improved engine economy
Improved thermal economy:-Direct injection-Variable mechanisms(variable cylinder activation,VVT&L, etc.)
Reduction of friction loss:-Reduction of piston and piston
ring friction loss
-Low-viscosity lubricating oil

Other-Electric power steering-Idling prevention(stop-start)-Hybridization

Reduced aerodynamic dragImproved body configuration

Improved drivetrain performance-Expansion of lock-up area

-Expanded number of transmission gears-Continuously variable transmission

Reduced vehicle weight-Expanded use oflightweight materials-Improved body structure

Reduced rolling resistanceLow rolling-resistance tires
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2. Status of Alternative-Energy/
Next-Generation Vehicle Use6

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2-1. Alternative-Energy/Next-Generation Vehicles• Alternative-energy/next-generation vehicles provide an effective means of reducing CO2emissions.
• As such, these vehicles are highly promising in terms of achieving low-carbon road transportand promoting energy conservation.
• The automakers are therefore accelerating their development of these vehicles.

Flex-fuel vehicles(gasoline/ethanol)

Electric vehicles

Hybrid vehicles
Fuel cell vehicles
Natural gas vehicles
Plug-in hybrid vehicles

Clean diesel vehicles

Hydrogen vehicles

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2-2. Current Status of Alternative-Energy/Next-Generation Vehicle Use• Currently there are about 1.5 million alternative-energy/next-generation vehicles in use inJapan, accounting for only 2% of all the motor vehicles on the road in Japan today.
• Various measures are needed to promote their widespread use in the years ahead.
（x 10,000 units）

160
140

No. of vehicles in use

120

Clean diesel vehicles
Natural gas vehicles
Electric vehicles
Hybrid vehicles

Nearly 1.5 million units
Clean diesel vehicles
Approx. 14,000Approx. 1,030,000

10080
Approx. 576,000

6040

Alternativeenergy/
Next-generation
vehiclesTotal: Approx.
1.48 million
2％Electric vehicles
Approx. 9,000

Hybrid vehicles
Approx. 1,418,000

Approx. 464,000
Approx. 376,000
Approx. 285,000

Conventional vehicles
73.66 million
98％20095 96 97 98 99 00 01 02 03 04 05 06 07 08 09 10

Note: Figures do not include motorcycles.
Source: JAMA8IEEJ: April 2012 All Right Reserved

Japan Automobile Manufacturers Association, Inc.

2-3. Impact of Government Eco-Friendly Vehicle Purchasing Incentives
on Sales of Alternative-Energy/Next-Generation Passenger Cars• Sales of alternative-energy/next-generation vehicles expanded to a roughly 15% average share of
the new passenger car market as a result of the Japanese government’s original purchasing
subsidies and tax incentive programs. These programs are scheduled to resume in 2012.
30%

Duration of first subsidies program
Duration of first tax incentives program

25%
20%
15%
10%
5%
0%

46810 122007
年度

246810 12
2008
年度

246810 122009
年度

246810 122010
年度

246810 12

2011年度

Source: JAMA9IEEJ: April 2012 All Right ReservedJapan Automobile Manufacturers Association, Inc.

3. Reducing CO2 Emissions throughthe Integrated Approach

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3-1. Trends in CO2 Emission in Japan’s Transport Sector• Passenger cars and trucks have shown the most marked declines in CO2 emissions
in Japan’s transport sector.
300

MtCO2250

航空
船舶

200
CO2 emission

鉄道
150

自家用貨物車
営業用貨物車

100

乗用車
50
0

1990

1995

2000

2005

2010

Fiscal year (Apr 1-Mar 31)
Source: Proceedings of the 28th Conference on Energy, Economy, and the Environment (Tokyo, Jan. 2012)11

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3-2. Breakdown of Japan’s Freight Transport Sector by Mode• Truck use has expanded in the road freight segment in response to diversification infreight transport.
100%
90%
航空

Share in freight transport (%)

80%
70%

内航海運

60%
50%

鉄道

40%
自家用貨物車30%
20%

営業用貨物車

10%
0%

1990

1995

2000

2005

2010

Fiscal year (Apr 1-Mar 31)
Source: Proceedings of the 28th Conference on Energy, Economy, and the Environment (Tokyo, Jan. 2012)12

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3.3 Trends in Truck CO2 Emissions• Greater economy in freight transport has contributed significantly to CO2 reduction in
the transport sector, and more improvements in transport economy are projected.
Shift from private operators tocommercial freight shippers
MtCO2

Use of ecodrive support tools

Freight poolingHigher loading rates

Greater use of highways

140

Truck CO2 emissions

130
120

If no countermeasures taken
Total no. of vehicles in use: Actual
No. of private operators: 1995 data
On-road fuel economy rates: 1995 data

110
100
Actual90

A reduction of46 million tonsof CO280701995

20002005

2010

Fiscal year (Apr 1-Mar 31)
Source: Proceedings of the 28th Conference on Energy, Economy, and the Environment (Tokyo, Jan. 2012)13

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3-4. Factors Contributing to CO2 Emission Levels in the Transport Sector• Modal shifts in transport as well as pooling and higher loading rates in freight transport,
among other factors, have contributed to the significant reductions achieved in Japan’stransport sector over the past decade, outweighing the impact of negative factors.
MtCO2

CO2 reduction: Positive factors

310300↓実走行排出原単位変化(旅客自動車)

280↓実走行排出原単位変化(貨物自動車)

270260↓貨物自動車の輸送効率変化+営自転換

250240↓原単位変化・自動車以外

230Actual↑輸送効率変化(旅客自動車)

220210↑モーダルシフト(旅客)

200
190
180

↑モーダルシフト(貨物)
’90

’95

’00

Fiscal year (Apr 1-Mar 31)’05

Source: Proceedings of the 28th Conference on Energy, Economy,
and the Environment (Tokyo, Jan. 2012)

Negative factors

Transport sector CO2 emissions

290

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3-5. Trends in the Average Fuel Economy of Passenger Cars
• On-road fuel economy is roughly 30% lower than certified fuel economy.
20

18.7

Average fuel efficiency (km/ℓ)

18
Average certified fuel efficiencyof new passenger cars

16

（10・15 mode test cycle-based）

14

13.3

1212.7

109.4

15.0

10.1
Average on-road fuel efficiency of in-use passenger cars

81990 1991 1992 1993 19941995 1996 1997 1998 1999 20002001 2002 2003 2004 2005 2006 20072008 2009 2010

Fiscal year (Apr 1-Mar 31)

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3-6. Increasing On-Road Fuel Economy through the Integrated Approach• CO2 reduction in road transport requires measures in the four areas indicated below andcooperative efforts on the part of all the stakeholders concerned, including vehicle manufacturers,energy providers, governments, and vehicle users.
• To increase on-road fuel economy , improved traffic flow (congestion mitigation) and the more
efficient use of vehicles, for example through ecodriving, are necessary.

・Good driving practices, etc.
・Reduced use of air conditioner
・Road congestion avoidance・No engine warm-up

On-road fuel economy

Certified fuel economy

Fuel economy （km/ℓ)

The Integrated ApproachAutomakers

Increased vehicle
fuel economy

Government

Vehicle Users

Improved
traffic flowMore efficient
vehicle use
Fuel/Energy Suppliers

Diversified
fuel/energy
supply16

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3-7. Improving Traffic Flow
• Congestion mitigation is achieved through such measures as road network development and
ITS applications.
• Improved road traffic flow enables increased vehicle speed and increased fuel economy, andthus contributes to CO2 reduction.
250

CO2 emissions (Index: 40km/h = 100)

Average vehicle speed：

200150・Tokyo

18km/h・Paris26km/h・London30km/hCO2 emissions increase by about 40% when
average vehicle speed drops from 40 km/h to20 km/h.

1005001020304050

60

70

Average vehicle speed (km/h）

80

90

100

Source: Japan Automobile Research Institute 17

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3-8. Road Congestion’s Impact on Fuel Economy: A Case Study (Japan)• Road congestion in metropolitan areas adversely impacts fuel economy, as shown here.

0.90
Major metropolitan areas
East JapanWest Japan Tokushima

Certified fuel economy achievement rate =On-road fuel economy
Certified fuel economy

0.88
0.86

Higher fueleconomy

Yamagata
Tottori
Shimane

0.84
0.82

Iwate

0.80
0.78
Osaka

0.76

Aichi

0.74
0.72
0.70

Hokkaido

Saitama
Tokyo

15

20

Note: On-road fuel economy data obtained from electronic real-timetransmissions from mobile phones during peak traffic hours. Period ofstudy: August 2000 through March 2011; No. of vehicles: 2.47 million.

25Lower fueleconomy

Okinawa

Kanagawa

30354045

Average vehicle speed (km/h)
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3-9. Increasing On-Road Fuel economy through Ecodriving• On-road CO2 emissions are estimated to decrease byroughly 10%* with the adoption of ecodriving.
The practice of ecodriving as well as awareness of its
benefits are, however, still limited.
*Workshop on Ecodriving, International Energy Agency (2007)• The success of ecodriving promotional efforts requires
initiatives at both the public and private level.
• Ecodriving could be taught in driver-education courses
for drivers of all vehicles, including professional fleetdrivers.
• Japan’s automakers are urging the Japanese
government to actively promote the practice ofecodriving. Similar to “Cool Biz”.
• Further public-private promotional efforts are needed.
Ten ecodriving tips (as promoted in Japan): (1) Accelerate gently; (2) Maintain a steady speed;(3) Slow down by releasing the accelerator; (4) Limit the use of your air conditioner; (5) Don’t
idle your engine; (6) Don’t warm up your engine before starting off; (7) Know your itinerary;(8) Check your tire pressure regularly; (9) Reduce your load; (10) Respect parking regulations.

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3-10. Onboard Equipment for Ecodriving• The use of digital tachographs in trucks is now widespread in Japan, and 75% of newly registeredpassenger cars are equipped with ecodriving devices such as fuel-economy gauges andnavigator-aided, real-time on-screen displays of fuel economy performance.
Samples of such devices for passenger cars are shown here.

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3-11. The Need for Data Collection in Optimizing Traffic Flow & Vehicle Use• A common database should be established for the purpose of collecting wide-ranging data frommultiple road traffic-related and road user sources.
Public sector-sourced data・Traffic volume data (via monitoring), road traffic data from sensors, uplink data from ITS optical beacons, road congestion
monitoring
・Road transport statistics, national energy statistics, data from road transport surveys, etc.
・Odometer data (collected at time of mandatory vehicle inspections)Private sector-sourced data
・Vehicle manufacturers:
・Taxi operators:
・Bus operators:
・Fleet operators:
・Highway operators:

On-road data obtained from demonstration vehicles
Job allocation data, GPS data
Vehicle distribution data, vehicle route data
Tachograph data, vehicle route and load data, GPS data
Ｅlectronic toll collection data

• This would enable the government and other public-sector players to carry out data analysis
and response formulation/implementation in order to evaluate the impact of traffic flowrelated and other measures on CO2 reduction and then follow up accordingly.
• Data should be available online (including the aggregate total of odometer data).
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3-12. Promoting the Integrated Approach• JAMA actively promotes the adoption of the integrated approach in cooperation with ACEA
(the European Automobile Manufacturers Association) and the U.S.A.’s Auto Alliance.
www.drivingsustainability.com

Automakers

Government

Fuel/Energy Consumers
Suppliers

European Automobile
Manufacturers AssociationJapan Automobile
Manufacturers Association

Alliance of Automobile
Manufacturers (United States)

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3-13. Projected Impact of Adopting the Integrated Approach
CO2 Emissions Reduction in the Global Road Transport Sector（M-t CO2)

Assuming the adoption of all measures recommended under the integrated approach

10,000Without any countermeasures

Fuel economy improvement

8,000

Bio-fuel use
Traffic flow Improvement
Adoption of Eco-driving

6,000

Accelerated replacement with new models

4,000
2005

2010

2015

2020

2025

2030
23

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4. Concluding Remarks

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4. Concluding Remarks• To achieve significant reductions in CO2 emissions in road transport, theintegrated approach initiative must be implemented to increase vehicle
fuel economy, improve traffic flow, diversify fuel/energy supply, and makemore efficient use of vehicles. Stakeholders throughout the road transport
sector, including vehicle manufacturers, government, fuel suppliers andvehicle users, must work cooperatively towards those ends.
• Japan’s automakers work hard to increase vehicle fuel economy throughthe advancement of the necessary technologies and through thedevelopment and supply of alternative-energy/next-generation vehicles.
JAMA also actively promote infrastructural improvements for roadcongestion mitigation, the implementation of ITS technologies, and theadoption of ecodriving in cooperation with government.

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Thank you.

Japan Automobile Manufacturers Association, Inc.
http//www.jama.or.jp

Contact: report@tky.ieej.or.jp

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