JLCA NEWS ENGLISH EDITION MAR.2017

No.21

JLCA
NEWS LETTERJAPIALCI Calculation Guidelines
Second Edition
Japan Auto Parts Industries Association

Life-Cycle Assessment Society of Japan

JAPIALCI Calculation Guidelines
Second Edition

2016 April
Japan Auto Parts Industries Association
Environmental Consciousness Committee,
LCA Subcommittee

Introduction to the Second Edition of JAPIA LCI Calculation Guidelines
This Second Edition is published in April 2016 as a revised version of the JAPIA LCI Calculation
Guidelines issued first in March 2013. The First Edition included only the manufacturing phase of
automotive parts in the scope of LCI study. The Second Edition has newly included methods forenvironmental impact assessment in the consumer use phase to identify the environmental impacts of the
products manufactured by the JAPIA member companies throughout their life cycles.
Systematic methods for assessment of intermediate products in the consumer use phase are the firstattempt for the automotive industry. This is expected to facilitate the visualization of environmental
impacts of automotive parts and relevant business activities and the further development of environmental
management at the individual JAPIA member companies.

Major revisions
 Newly included methods for calculating environmental loads in the consumer use phase Newly included Supplement 2

April 2016
Japan Auto Parts Industries Association, Environmental Consciousness Committee, LCA Subcommittee

Table of Contents
1.

Introduction ........................................................................................................................................... 1

2.

Purpose .................................................................................................................................................. 1

3.

Scope ..................................................................................................................................................... 1

4.

Calculation of environmental load intensity of auto parts within the system boundaries (seeTerm No. 19) ......................................................................................................................................... 2
4.1 Calculation of environmental load intensity in the manufacturing phase ...................................... 2
4.2 Calculation of environmental load intensity in the consumer use phase ....................................... 2

5.

Typical calculation ................................................................................................................................ 4
5.1 Calculation of environmental load in the manufacturing phase .................................................... 4
5.1.1 (1) Studies on material composition of auto parts ............................................................... 4
5.1.2 (2) Calculation of environmental load in the material phase .............................................. 5
5.1.3 (3) Calculation of environmental load in the manufacturing phase .................................... 6
5.1.4 (4) Integration of environmental loads ................................................................................ 7
5.2 Calculation of environmental load in the consumer use phase ...................................................... 7
5.2.1 (1) Allocation according to mass ........................................................................................ 8
5.2.2 (2) Allocation according to power consumption ................................................................. 8
5.2.3 (3) Allocation according to direct use of power .................................................................. 8
5.2.4 (4) Allocation in direct connection with loss at the time of driving force generationby prime mover (engine, motor, etc.) ............................................................................................ 8
5.2.5 (5) Total of environmental loads in the consumer use phase .............................................. 8

6.

Terms and definitions ............................................................................................................................ 9

7.

Basic concepts ..................................................................................................................................... 13
7.1 Defining the scope of study in the Guidelines ............................................................................. 13
7.2 Framework for calculating the environmental impacts of a product and its component
parts in the manufacturing phase ................................................................................................. 20
7.2.1 Calculation in the manufacturing process of materials ..................................................... 20
7.2.2 Calculation in the manufacturing process of component parts and products .................... 20
7.2.2.1 Calculation in the manufacturing process of electronic components (seeTerm No. 37) ........................................................................................................ 20
7.2.2.2 Handling of soldering process of electronic components ..................................... 22
7.2.2.3 Calculation in the manufacturing process of parts other than electronic
components........................................................................................................... 22
7.2.2.4 Exceptional treatment of mass of electronic components in their impacts
assessment ............................................................................................................ 22
7.2.2.5 Handling of fraction defective and yield rate ....................................................... 22
7.2.2.6 Handling of items related to transportation .......................................................... 23
7.2.2.7 Handling of items related to assembling (see Term No. 40) ................................ 23
7.2.2.8 Handling of indirect materials (see Term No. 41) ................................................ 23
7.3 Framework for calculating the environmental impacts of a product and its component
parts in the consumer use phase .................................................................................................. 23
7.3.1 Calculation based on allocation according to mass (inertia) ............................................. 24
7.3.2 Calculation based on allocation according to electric power consumption ...................... 26
7.3.3 Calculation based on allocation according to power (shaft horsepower)
consumption ................................................................................................................................ 27
7.3.4 Calculation based on allocation associated with energy conversion efficiency inprime mover ................................................................................................................................ 28
7.3.5 Calculation of environmental load intensity in the consumer use phase........................... 29

8.

References ........................................................................................................................................... 30

1.

Introduction
In recent years, there has been growing interest in the environmental friendliness of industrial
products. Automotive parts are no exception to this trend. In fact, concern for the environmental
friendliness of auto parts is growing and therefore, it is of increasing importance to identify theenvironmental impacts of auto parts throughout their life cycles. Consequently, efficient studying of
accurate numerical data is an urgent issue.
Supply chains for manufacturing of auto parts are complicated, including multiple tiers. Thus, even iflife cycle assessment (LCA) is conducted for measurement of environmental loads in the
manufacturing phase, it is practically very difficult to identify the environmental loads of auto parts
under study in such conditions. In short, it involves possibilities of missing and/or erroneous data
attributable to information transmission or the studying system to conduct the study by tracing the
upstream supply chains without any direct business connections, thus leading to decreased accuracies
of data.
By nature, LCA lacks such universality as available in the fields of physics and chemistry in terms ofnumeric values obtained from studies of individual unit processes and their interpretation as well as
in terms of logical relationships between the individual unit processes. This means that verification
based on the interpretation of numerical data collected from studies is impossible. This specificstructure of LCA causes difficulty in conducting adequate studies based on tracing the supply chains.
With respect to the environmental load intensity of auto parts in the use phase, there have been nouniversal concepts established on the calculation of environmental load intensity of the intermediate
products in the consumer use phase because they are not any end products and thus, visual
identification has been impossible. Then, the Japan Auto Parts Industries Association (hereinafterreferred to as JAPIA) member companies involved in manufacturing of auto parts have had great
difficulty in demonstrating their own contribution to reduced environmental loads in the consumer
use phase internally and externally.
Therefore, the JAPIA has developed a methodology to estimate the factors associated with theenvironmental impacts in the aspect of environmental impact assessment in the manufacturing phaseof products (types and quantities of energy resources used (see Term No. 10), types and quantities ofraw materials loaded, and types and quantities of substances likely to affect the environments towhich the substances are emitted) from materials configuring the products and their masses andresultantly identify environmental impacts efficiently in order to take on the first challenge.
Additionally, in order to take on the second challenge, we at JAPIA have developed a new
methodology for calculation of environmental load intensity by organizing possible approaches forcalculation of environmental load intensity in the consumer use phase of products (see “7. Basicconcepts”). These two methodologies allow successful implementation of effective assessment ofenvironmental load intensity in the manufacturing phase, including the supply chains of own
products and also visualization of environmental loads in the consumer use phase, and thus, they are
expected to facilitate the provision of useful information to both inside and outside of each member
company.

2.

PurposeThe Guidelines are intended to explain the approaches for comprehensively identifying theinformation contributing to assessment of environmental impacts of component parts used in motor
vehicles and standardize the procedures for LCI data calculation for auto parts.
In practice, however, this is one of the standard approaches JAPIA has developed by improving theefficiency of Life Cycle Inventory analysis and therefore, the Guidelines are not intended topreclude the individual JAPIA member companies from implementing the environmental
impact assessment of their own products based on any other methods.

3.

Scope
The Guidelines are applicable to estimation of the usage of energy resources (see Term No. 10) andthe emissions of carbon dioxide (CO2), nitrogen oxides (NOx), sulfur oxides (SOx), and otherenvironmentally hazardous substances derived from the use of energy resources at individual phases

1

of life cycle (manufacturing, transportation, consumer use, disposition, etc.) for every automotive
part designed, manufactured, and/or marketed by JAPIA member companies. This Second Edition
newly includes a description about the methods for estimation of environmental load intensity in the
manufacturing phase, including materials manufacturing, purchased products manufacturing, andmember company’s internal manufacturing, and in the consumer use phase in which auto parts aremounted on motor vehicles. Furthermore, the Guidelines are also applicable to estimation ofenvironmental load intensity in the manufacturing and consumer use phases of auto parts withrespect to Product Environmental Impact Indicator (see Japan Auto Parts Industries Association
Product Environmental Impact Indicator Guidelines).
4.

Calculation of environmental load intensity of auto parts within the system boundaries (seeTerm No. 19)
In the Guidelines, the methods for calculation of environmental load intensity are defined for eachphase of life cycle of individual auto parts. This Second Edition provides the calculation methods inthe phases of manufacturing and consumer use.

4.1 Calculation of environmental load intensity in the manufacturing phase
For calculation of environmental load intensity of auto parts in the manufacturing phase within thesystem boundary proposed in the Guidelines, the environmental loads in the manufacturing phase ofmaterials and the environmental loads in the phases of purchased products manufacturing andin-house manufacturing must be integrated. The environmental load intensity referred to in the
Guidelines means the usage of energy resources in the individual phases, materials manufacturing,purchased products manufacturing and in-house manufacturing, and the emissions ofenvironmentally hazardous substances derived from the use of the energy resources.
The basic calculation formula is shown below.
(Environmental load intensity of an auto part in the manufacturing phase within the system boundary
defined by the Guidelines)=  (Matm) +  (PNEm) + (PEn)
Mat: Base unit of environmental load in the manufacturing phase of materials
PNE: Base unit of environmental load of any parts other than electronic components inthe manufacturing phase (materials processing phase)
m: Mass of individual materials
PE: Base unit of environmental load of electronic components in the manufacturingphase (including mounting process)n: Number of terminal pins on an electronic component

In practice, the formula shown above and the numerical values calculated based on theformula become valid only when there is a clear statement that the calculation is based on the
Guidelines presuming “7. Basic concepts” described later.
4.2 Calculation of environmental load intensity in the consumer use phase
For calculation of environmental load intensity of auto parts in the consumer use phase within thesystem boundary proposed in the Guidelines, the total amount of fuel or electric energy consumed in
the practical use of motor vehicles, etc. must be allocated to individual auto parts. Methods ofallocation depend on the function of individual auto parts and in fact, the following four (4) methods
are used for the allocation.
Allocation method(1) Allocationaccording to mass(inertia)

Description
The workload needed to accelerate the entire motor vehicle including auto partsin the vehicle-mounted condition is allocated according to the mass of
individual auto parts. The necessary workload for accelerating a motor vehicle
is determined based on the vehicle running pattern (vehicle use scenario in thelife cycle of motor vehicle based on the JC08 mode cycle specifying the2(2) Allocationaccording to electric
power consumption

duration, traveling distance, and other parameters). This allocation is appliedcommonly to all auto parts.
Allocation according to the amount of electric power of an auto part consumed(lost) in the vehicle-mounted condition to meet the needs of vehicle functions
or users (a driver and passengers). Calculated based on the practical use
scenario of the predetermined life cycle for assessment of the part concerned.
Applied commonly to all involved auto parts having the input of electric
power.

(3) Allocationaccording to direct
use of power (shaft
output) of prime
mover

Typical applications) Headlights, meters, engine starters, electronic circuits
Allocation according to the workload of directly using (losing) the power (shaft
output) generated in the engine in the vehicle-mounted condition to meet theneeds of vehicle functions or users (a driver and passengers). Calculated basedon the practical use scenario of the predetermined life cycle for assessment of
the part concerned. Applied commonly to all auto parts having the input/output
of power.

(4) Allocation in
direct connection
with the loss at thetime of power
generation by prime
mover (engine,
motor, etc.)

Typical applications) Alternator (generator), air-conditioning system(compressors of any type other than electric-powered type), oil seals, torqueconverters, transmissions, bearings, other power transmission parts, wheels,brake disks/drums.
To the auto parts having the functions that directly affect the energy conversion
efficiency (or thermal efficiency for internal combustion engine, or motor
efficiency for motor) of prime mover, the improvable loss generated in theprocess of energy conversion by the prime mover is allocated according to thesignificance of influence of the auto part concerned on the loss of the prime
mover. For the allocation according to the significance of influence, theinfluence of an individual auto part must be quantified. One of the methods forquantification is price ratio of individual auto parts.
This allocation depends on the energy conversion efficiency, and thus it isdependent on the fuel consumption (electric power consumption) of the motor
vehicle incorporating the prime mover in question.
Typical applications) fuel injection control system, ignition plugs, muffler,engine ECU radiator

Calculating formula is shown below.
(Environmental load intensity of an auto part in the consumer use phase within the system boundary
defined by the Guidelines)= (LamM) + (LaeI) + (LawP) + (LaaA)
Lam: Environmental load intensity per 1 kg of auto part
Lae: Environmental load intensity per 1 A of auto part
Law: Environmental load intensity per 1 W of auto part
Laa: Environmental load intensity due to the loss caused by energy conversion ofprime mover on a motor vehicle incorporating the auto part subject to thecalculation
M: Mass of auto part included in the calculation
I:
Electric current consumption (loss) of auto part included in the calculation
P: Input (loss) workload to the auto part included in the calculation
A: Rate of allocation to the auto part included in the calculation

In practice, the formula shown above and the numerical values calculated based on theformula become valid only when the compliance with the Guidelines is clearly expressed
presuming “7. Basic concepts” described later.

3

5.

Typical calculation
Basic procedures are described below. This typical calculation includes the procedures forcalculating the amount of energy resources used in the material and manufacturing phases of the autopart under study and the amount of such environmentally hazardous substances derived from theenergy resources and discharged in the atmospheric air and water, and the procedures for calculating
the amount of energy resources used in the consumer use phase and the amount of environmentallyhazardous substances derived from the energy resources and discharged in the atmospheric air.
The numerical values, items, material names, product names, product numbers, and other data
included in the Guidelines are intended for typical cases. For actual implementation of assessment,
the items, numerical values, and other data included in the Guidelines Supplement 1 (hereinafterreferred to as Manufacturing Phase Data Sheets) or the Guidelines Supplement 2 (hereinafterreferred to as Consumer Use Phase Data Sheets) should be used.

5.1 Calculation of environmental load in the manufacturing phase
Steps(1) Studies on material compositionof auto parts(2) Calculation of environmentalload in the material phase(3) Calculation of environmentalload in the manufacturing phase(4) Integration of environmental
loads

Description
For individual auto parts under study, the material
composition is investigated and summarized by the material
classification in (2) and (3).
Calculation in the manufacturing phase of materials
Calculation in the manufacturing phase of auto parts(2) + (3)5.1.1 (1) Studies on material composition of auto parts[Auto part under study]
Product No. 123456789 Product name ASSY
[Material composition](a) Electronic component (Part No. 999999000 Part name MOS IC)
2 pieces No. of terminal pins in each component 40 Total number of terminal pins 40*2=80(b) Parts other than electronic components As listed in the table below.
* The table also includes the material composition of electronic components.
Configuration
Product No.
Product namelevel
0123456789 ASSYPart weightMaterial
Name of component material[g]weight [g]

Q'ty
1

190

1

0000000000 CASE

1

60

1

0000000000 COVER

1

20

1

0000000000 CIRCUIT

1

32

2

999999000 MOS IC

2

1

2

0000000000 BOARD

1

Plastics PP (Filled)

60 ISO1043

Plastics PP (Filled)

20 ISO1043

Leadframe

0.5

Wire

0.2

Doped silicon

0.3

29
Copper2

1

10000000000 RESISTOR

0000000000 BRACKET

0000000000 SCREW

20

1

4

4

Ref. STD. formaterial

5

Ink

1

Plastics EP (Filled)

21 ISO1043

Solder H63A

2 JISZ3282

0.05
Ceramics

0.02Electrolytic Nickel Plating

0.01 JISH8617

Glass

0.01

Silver/Silver alloy

0.01

70
Electrolytic Zinc Plating

0.5 JISH8610

Steel SPCE

69.5 JISG3141

Electrolytic Zinc Plating

0.05 JISH8610

Steel SPCC

1.95 JISG3141

2

[Summary of materials]
Conversion from component material names to material classification for calculation ofenvironmental load intensity of auto parts within the system boundary (material classification for
LCI calculation) is based on the Manufacturing Phase Data Sheets “1. Cross-reference matrix inconversion between component material name and material classification for LCI calculation.”
Name of component material
Plastics PP (Filled)
Leadframe
Wire
Doped silicon
CopperInk
Plastics EP (Filled)
Solder H63A
Ceramics
Electrolytic Nickel Plating
Glass
Silver/Silver alloy
Electrolytic Zinc Plating
Steel SPCE
Steel SPCC

Ref. STD. formaterial
ISO1043

Material classification for LCI calculation
Polypropylene
Electronic component materials
Electronic component materials
Electronic component materials
Copper
PaintsOther thermosetting resins
Other special metals (Solders)Ceramics
Nickel alloys
GlassElectronic component materials
Zinc alloys
Cold-rolled carbon steel sheet/steel strip
Cold-rolled carbon steel sheet/steel strip

ISO1043
JISZ3282
JISH8617

JISH8610
JISG3141
JISG3141

Weight
(g)
80
1
0.4
0.6
5
1
21
2
0.4
0.2
0.2
0.2
0.7
69.5
7.8

Material classification for LCI calculation
Polypropylene
Electronic component materials
Copper
PaintsOther thermosetting resins
Other special metals (Solders)Ceramics
Glass
Nickel alloys
Zinc alloys
Cold-rolled carbon steel sheet/steel strip

Weight
(g)
80
2.2
5
1
21
2
0.4
0.2
0.2
0.7
77.3

5.1.2 (2) Calculation of environmental load in the material phase[Calculation of environmental load intensity of individual materials in the manufacturing phase]
The base unit of energy* resource consumption in the manufacturing phase of individual materials,
the base unit of the substances of environmental concern discharged in the air and water due to thefuel combustion in the manufacturing phase of individual materials, and the base unit ofenvironmentally hazardous substances discharged in the air and water due to the electric power
generation are based on the Manufacturing Phase Data Sheets “2. Base unit of energy* resource
consumption in the manufacturing phase of individual materials and the base unit of substances ofenvironmental concern discharged in the air and water due to the fuel combustion, the base unit ofenergy* resource consumption in the processing phase of individual materials and the base unit ofsubstances of environmental concern discharged in the air and water due to the fuel combustion” and“4. Base unit of substances of environmental concern discharged in the air and water due to theelectric power generation by electric utilities.”
Base unit of energy consumption in the manufacturing of individual materials
Material classification for LCA calculation
Polypropylene
Electronic component materials
Copper
PaintsOther thermosetting resins
Other special metals
Ceramics
Glass
Nickel alloys
Zinc alloys
Cold-rolled carbon steel sheet/steel strip

Weight
(g)
80
2.2
5
1
21
2
0.4
0.2
0.2
0.7
77.3


Sum total

Electric
power(Wh/g)
0.159
0.171
0.729
0.179
0.310
0.171
34.360
0.353
5.410
2.800
0.440

City gas(10E-3
m3/g)
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.005
0.000
0.001
0.000

74.641

0.002

Kerosene(mL/g)

Light oil(mL/g)

Fuel oil A(mL/g)

Fuel oil C(mL/g)

Gasoline(mL/g)

LPG
(g/g)

Total

199.388

74.641Natural gas(g/g)

Crude oil
(g/g)

0.032
0.000
0.001
0.000
0.281
0.000
0.000
0.004
0.000
0.013
0.000

0.030
0.000
0.091
0.000
0.000
0.000
0.000
0.322
0.000
0.007
0.000

0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.031
0.000

0.016
0.000
0.004
0.000
0.000
0.000
0.000
0.006
0.000
0.000
0.000

0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000

0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000

0.000
0.000
0.120
0.000
0.000
0.000
0.279
0.000
0.000
0.000
0.535

0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.039

0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.062

0.010

26.800

8.482

2.924

0.022

1.301

0.000

0.000

42.067

3.015

4.793

124.445

PM(mg/g)
0.028
0.000
0.620
0.000
0.005
0.000
0.000
0.000
0.000
0.035
0.605

HC(mg/g)
3.168
0.000
0.000
0.330
0.000
0.000
0.000
0.000
0.000
0.000
0.000

52.226253.770HCl(mg/g) BOD(mg/g) COD(mg/g)
0.000
0.024
0.045
0.000
0.000
0.000
0.000
0.000
0.360
0.000
0.000
0.000
0.000
0.000
1.490
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.008
0.040
0.032

2.538

39.782

Base unit of environmentally hazardous substances discharged in the air and water due to electric
power generation
Sum total of electric power consumption

Coal
(g/g)

0.335
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000
0.000

CO2(g/g)NOx (mg/g) SOx (mg/g)
1.002
0.913
0.225
0.000
0.000
0.000
0.592
1.370
5.920
0.001
0.001
0.000
0.109
0.122
0.163
0.000
0.000
0.000
0.662
1.282
0.004
1.152
5.000
3.000
0.000
0.000
0.000
1.170
0.350
3.870
1.432
1.490
0.907
197.418

Propane
(g/g)

0.000
0.000
0.002
0.000
0.000
0.000
0.000
0.001
0.000
0.000
0.000

Base unit of environmentally hazardous substances discharged in the air and water due to the fuelcombustion in the manufacturing of individual materials



LNG
(g/g)

CO2(g/Wh) NOx(mg/Wh) SOx(mg/Wh) PM(mg/Wh) HC(mg/Wh) HCl(mg/Wh) BOD(mg/Wh) COD(mg/Wh)
0.425

0.170

0.130

0.006

0.000

0.000

0.000

0.000

Total

31.72212.689

9.703

0.481

0.000

0.000

0.000

0.012

Sum total

229

212

134

53

254

0.032

2.54

39.8

5

5.1.3 (3) Calculation of environmental load in the manufacturing phase[Calculation of environmental load intensity caused by the manufacturing and assembling ofelectronic components]
The base unit of energy* resource consumption in the manufacturing of electronic components, thebase unit of the substances of environmental concern discharged in the air and water due to the fuelcombustion in the manufacturing of electronic components, and the base unit of environmentallyhazardous substance discharged in the air and water due to the electric power generation are basedon the Manufacturing Phase Data Sheets “3. Base unit of energy* resource consumption in the
manufacturing and assembling of electronic components and the base unit the substances ofenvironmental concern discharged in the air and water due to the fuel combustion” and “4. Base unitof the substances of environmental concern discharged in the air and water due to the electric power
generation by electric utilities.”
Base unit of energy consumption in the manufacturing of individual electronic components
Total number of terminal pins in electronic
component (n)80Sum total

Electric
power(Wh/pin)
7.6*n+482

City gas(10E-3m3/pin)0.014

1090.000

1.133

Kerosene(mL/pin)Light oil(mL/pin)Fuel oil A(mL/pin)Fuel oil C(mL/pin)

Gasoline(mL/pin)LPG(g/pin)LNG(g/pin)Propane(g/pin)Coal(g/pin)Natural gas(g/pin)Crude oil(g/pin)

0.000

0.000

0.016

0.000

0.000

0.005

0.000

0.000

0.000

0.000

0.000

0.000

0.000

1.302

0.000

0.000

0.392

0.000

0.000

0.000

0.000

0.000

Base unit of environmentally hazardous substances discharged in the air and water due to fuelcombustion in the manufacturing of individual electronic components


Total

CO2(g/pin) NOx(mg/pin) SOx(mg/pin) PM(mg/pin) HC(mg/pin) HCl(mg/pin) BOD(mg/pin) COD(mg/pin)
0.073
0.230
0.018
0.000
0.000
0.000
0.000
0.000
5.840

18.400

1.440

0.000

0.000

0.000

0.000

0.000

Base unit of environmentally hazardous substances discharged in the air and water due to electric
power generation
Sum total of electric power consumption

1090.000Total
Sum total

CO2(g/Wh) NOx(mg/Wh) SOx(mg/Wh) PM(mg/Wh) HC(mg/Wh) HCl(mg/Wh) BOD(mg/Wh) COD(mg/Wh)
0.425
0.170
0.130
0.006
0.000
0.000
0.000
0.000
463.250

185.300

141.700

7.031

0.000

0.000

0.000

0.174

469

203.7

143.1

7.0

0.0

0.0

0.0

0.2

[Calculation of environmental load intensity in the manufacturing and assembling of parts other thanelectronic components]
The base unit of energy* resource consumption in the manufacturing of parts other than electronic
components, the base unit of the substances of environmental concern discharged in the air and water
due to the fuel combustion in the manufacturing of parts other than electronic components, and thebase unit of environmentally hazardous substance discharged in the air and water due to the electric
power generation are based on the Manufacturing Phase Data Sheets “2. Base unit of energy
resources consumption in the manufacturing phase of individual materials and the base unit of thesubstances of environmental concern discharged in the air and water due to the fuel combustion, thebase unit of energy* resource consumption in the processing phase of individual materials and thebase unit of the substances of environmental concern discharged in the air and water due to the fuelcombustion” and “4. Base unit of the substances of environmental concern discharged in the air andwater due to the electric power generation by electric utilities.”

6Base unit of energy consumption in the processing of individual materials
City gas(10E-3m3/g)
0.000

Polypropylene

80

Electric
power(Wh/g)
3.188

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Electronic component materials

2.2

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

5

2.978

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Paints

1

1.285

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Other thermosetting resins

21

3.188

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Other special metals

2

2.978

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Material classification for LCA calculation

Weight(g)

Copper

Kerosene(mL/g)

Light oil(mL/g)

Fuel oil A(mL/g)

Fuel oil C(mL/g)

Gasoline(mL/g)

LPG
(g/g)

LNG
(g/g)

Propane
(g/g)

Coal
(g/g)

Natural gas(g/g)

Crude oil(g/g)

Ceramics

0.4

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Glass

0.2

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Nickel alloys

0.2

2.978

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Zinc alloys

0.7

2.978

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Cold-rolled carbon steel sheet/steel strip

77.3

1.562

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

467.561

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Sum total

Base unit of environmentally hazardous substances discharged in the air and water due to fuelcombustion in the processing of individual materials
CO2(g/g)

Total

PM(mg/g)

HC(mg/g)

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

NOx (mg/g) SOx (mg/g)
0.000

0.000

0.000

0.000

HCl(mg/g) BOD(mg/g) COD(mg/g)
0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

0.000

Base unit of environmentally hazardous substances discharged in the air and water due to electric
power generation
Sum total of electric power consumption

467.561Total
Sum total

CO2(g/Wh) NOx(mg/Wh) SOx(mg/Wh) PM(mg/Wh) HC(mg/Wh) HCl(mg/Wh) BOD(mg/Wh) COD(mg/Wh)
0.425

0.170

0.130

0.006

0.000

0.000

0.000

0.000

198.71379.48560.783

3.016

0.000

0.000

0.000

0.075

199

79

61

3

0.0

0.0

0.0

0.1

5.1.4 (4) Integration of environmental loads(2) + (3)Energy consumption

In the manufacturing of materials

Electric
City gas
Kerosenepower(mL)(10E-3 m3)
(Wh)
74.6
0.0
0.0

Light oil(mL)

Fuel oil A(mL)

Fuel oil C(mL)

Gasoline
(mL)

LPG
(g)

LNG
(g)

Propane
(g)

Coal
(g)

Natural gas Crude oil
(g)
(g)

26.8

8.5

2.9

0.0

1.3

0.0

0.0

42.1

3.0

4.8

0.0

1.3

0.0

0.0

0.4

0.0

0.0

0.0

0.0

0.0

In the manufacturing of electronic components

1090.01.1

0.0

In the manufacturing of parts other thanelectronic components
Total

467.6

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

0.0

1632.2

1.1

0.0

26.8

9.8

2.9

0.0

1.7

0.0

0.0

42.1

3.0

4.8

CO2 (g)NOx (mg)SOx (mg)

PM(mg)

HC(mg)

HCl(mg)

BOD(mg)

COD(mg)In the manufacturing of materials

229.1

212.1

134.1

52.7

253.8

0.0

2.5

39.8

In the manufacturing of electronic components

469.1

203.7

143.1

7.0

0.0

0.0

0.0

0.2

Emissions of environmentally hazardous substances

In the manufacturing of parts other thanelectronic components
Total

198.7

79.5

60.8

3.0

0.0

0.0

0.0

0.1

896.9

495.3

338.1

62.8

253.8

0.0

2.5

40.0

5.2 Calculation of environmental load in the consumer use phase[Auto part under study]
Product No. 123456789 Product nameSteps
(1) Allocation according to mass
(2) Allocation according to electric
power consumption(3) Allocation according to direct useof power(4) Allocation in direct connection withloss at the time of driving force
generation by prime mover (engine,
motor, etc.)(5) Total of environmental loads

ASSY
Description
Mass has been already identified in the preceding 5.1 (1).
Electric power consumption to be determined
Power consumption (loss) to be determined
The part is identified for direct involvement in the engine
loss.

(1) + (2) + (3) + (4)75.2.1 (1) Allocation according to mass
[Mass]
190 g[Calculation of environmental load intensity according to mass]
1. The environmental load intensity per mass of 1 kg in the consumer use phase is based on theConsumer Use Phase Data Sheets “2. Numeric constants for calculation of environmental loads
based on PE allocation - 2.1 Allocation according to mass.”
5.2.2 (2) Allocation according to electric power consumption[Electric power consumption]
5 A (Running average)[Operating time]
Equivalent to the hours of operation of the vehicle to which the auto part under study is mounted[Calculation of environmental load intensity according to electric power consumption]
The environmental load intensity per second per ampere in the consumer use phase is based on theConsumer Use Phase Data Sheets “2. Numeric constants for calculation of environmental loads
based on PE allocation - 2.2 Allocation according to electric power consumption.”
5.2.3 (3) Allocation according to direct use of power[Power loss]
10 W (Running average)[Operating time]
Equivalent to the hours of operation of the vehicle to which the auto part under study is mounted[Calculation of environmental load intensity according to electric power consumption]
The environmental load intensity per second per watt in the consumer use phase is based on theConsumer Use Phase Data Sheets “2. Numeric constants for calculation of environmental loads
based on PE allocation - 2.3 Allocation according to power (shaft output) consumption.”
5.2.4 (4) Allocation in direct connection with loss at the time of driving force generation by prime
mover (engine, motor, etc.)[Allocation ratio of engine loss]
1%[Engine loss]
For the vehicle to which the auto part under study is mounted, the fuel consumption is assumed to be
17.6 km/L and the improvable engine loss 16%.
[Calculation of environmental load intensity allocated according to function]
Allocation ratio of loss at the time of engine output according to function is based on the Consumer
Use Phase Data Sheets “2. Numeric constants for calculation of environmental loads based on PE
allocation - 2.4 Allocation in direct connection with loss at the time of driving force generation byprime mover (engine, motor, etc.).”5.2.5 (5) Total of environmental loads in the consumer use phase(1) + (2) + (3) + (4)86.

Terms and definitions
Terms and definitions used in the Guidelines are listed in Table 1. For the other terms not listed in
the table, refer to the JAPIA Product Environmental Impact Indicator Guidelines.
Table 1 Terms and definitions

No.

Term

1

Life Cycle Assessment
(LCA)

2

Life Cycle

3

Lifetime of a productand its component parts

4

ISO14040: 2006

5

Product

6

Component part

7

Product and its
component parts

8

System9

Environmental load

Definition
Compilation and evaluation of the inputs, outputs, and the potential
environmental impacts of a product system throughout its life cycle(ISO14040 Clause 3.2)*1
Back
Consecutive and interrelated stages of a product system, from raw
material acquisition or natural resources production to final disposal(ISO14040 Clause 3.1)*1
Back
Life cycle of a product and its component parts (see Term No. 7)
Back
Environmental management - Life cycle assessment – Principles andframework
Back
Aggregation of smallest units performing one or more defined
functions, which collects data for implementation of Life Cycle
Assessment (see Term No. 1). The smallest units are combined witheach other physically and energetically (see Term No. 10). A productconforms to “product system” defined in ISO14040 Clause 3.28*1. The
term “product” includes a service system.
Remarks: A product refers to not only the physically composed
existing product but also a series of related flows involving
environmental loads.
Back
A portion of a physically composed product, requiring processing andchanging for physical composition of the product. It is able to perform
one or more defined functions in the product, and it can be considered
to conform to the product system defined in ISO14040 even by itself
and can become subject to Life Cycle Assessment.
Back
A product and its component parts
Back
Combined several products to perform one or more defined functions.
The combination or a system can be also considered as a product.
Back
Effects of human activities on the global environment, having thepotential of causing interference with preservation of the environment
and inhibiting the sustainable development by humans. In the
Guidelines, the environmental load refers to use of energy resources(see Term No. 10) and emissions of environmentally hazardous
substances.
Back

9

10

Energy resources

11

Environmental
hazardous substance12

Substances ofenvironmental concern

13

Environmental impacts

14

Base unit

15

MP base units
integration

16

Function17

Performance

18

Functional unit

19

System boundary

Generic term for electric power, fossil fuel, and other fuels. Excludes
solar radiation, waterpower, wind power, wave power, geothermal heat,and other renewable resources. Distinguished from the “energy”
defined in physics, or the capacity for doing work to external objects or
systems. For this reason, in the Guidelines, the expression “energy
resources” is used.
Back
A substance which exerts or can exert adverse effects on humans
and/or environments if discharged in the air, water, and/or soils.
Includes greenhouse gases, exhaust gases, and substances ofenvironmental concern.
Back
Chemical substances defined among the interested parties as providing
or possibly providing environmental loads.
Back
Any changes to the environment, whether adverse or beneficial, whollyor partially resulting from an organization (ISO14001)*2
Back
Proportion of environmental load intensity to a certain unit quantitativevalue, e.g., the amount of energy resource needed to manufacture one
kilogram of a material. (see Term No. 10).
Back
A methodology JAPIA has developed for assessment of environmental
impacts of automotive parts throughout the life cycle. It estimates
possible environmental impact of an auto part in the phases frommaterial manufacturing through to product manufacturing bycorrelating the material (Material) with the product manufacturing
process (Process) unambiguously and defining the intensity of theenvironmental load caused in the process which is correlated with theunit quantity characterizing the material as a coefficient. It allows
approximate estimation of environmental load intensity including
supply chains (see Term No. 25) by studying the material compositionof the product and its component parts and summing up theenvironmental load intensities in the individual material processes. In
practice, however, this method is based on the assumptions that thematerials can be correlated with the processes unambiguously andtherefore, the results obtained may not accurately reflect the actual
conditions. In spite of the assumptions, this methodology should
provide an effective means in the early stages of LCI analysis, focusing
on the features of comprehensiveness and working efficiency.
Back
Various characteristics incorporated in a product and its component
part
Back
Same as “function”
Back
Quantified performance of a product system for use as a reference unit
in the Life Cycle Assessment (ISO14040 Clause 3.20)*1. Always
includes quantified expressions, since it acts as a reference forcomparison.
Back
A boundary between a product and its component parts, and the global
environment or other products and their component parts. (ISO14040
Clause 3.32)*1。
Back

10

20

Allocation

21

Assumptions

22

Limitations

23

Critical review

24

Manufacturing,Transportation,
Consumer use, andDisposition25

Supply chain

26

Life cycle impact
assessment (LCIA)

27

Time-related coverage

28

Geographical coverage

29

Technology coverage

30

Precision

31

CompletenessPartitioning the input/output of substance or energy to/from thesmallest unit for collection of data for implementation of Life Cycle
Assessment between the products and their component parts understudy.
Back
Prior conditions for implementing the LCA study
Back
Restrictions on the interpretation of the study data which include
assumptions and uncertainty.
Back
Procedures to objectively evaluate the results of LCA and increase thereliability. (ISO14040 Clause 3.45)
Back
Manufacturing: A phase in which raw materials are processed to
produce a material and the material is processed and changed tocompose a product and its component parts.
Transportation: A phase in which raw materials, the processed material,
and a product and its component parts are transported.
Use: A phase in which the product or the final product (e.g., motor
vehicle) incorporating the product is offered for practical use.
Disposition: A phase in which the product or the final product with the
product incorporated is disposed of. Includes recycling.
Back
A chain of commercial transactions viewed from end users (owncompany), which is created for procurement of materials composing a
product and its component parts or component parts.
Back
Evaluating the significance of potential environmental impacts basedon the results of life cycle inventory analysis (compilation andquantification of inputs and outputs of substance and/or energy for the
product system under study throughout its life cycle) (ISO14040
Clause 3.4)*1
Back
Elapsed time from a request for data and the minimum length of timeover which data should be collected.
Back
Geographical area from which data for the smallest units should becollected in the implementation of life cycle assessment to satisfy thegoal of the study.
Back
The extent of specific technology mix.
Back
Measure of the variability of the data values for each set of data
expressed, e.g., variance.
Back
The ratio of the number of units from which data collection was
successfully attained actually to the units from which data collection
was available among all the smallest units from which data was to becollected for the product under study for implementation of life cycle
assessment.
Back

11

32

Representativeness

33

Consistency

34

Reproducibility

35

Material

36

Natural resources

37

Electronic components

38

Silicon chip &Compoundsemiconductor chip39

No. of terminal pins

40

Assembling

41

Indirect materials

42

PE allocation(Potential energy
allocation)

Qualitative assessment of the degree to which the acquired data reflects
the true population of interest, e.g., showing to which electric power
data refers, the national average or the average of electric powercompanies in a specific district.
Back
Qualitative assessment of whether the study methodology is applied
uniformly to the various components of the analysis.
Back
Qualitative assessment of the extent to which the information about themethodology and data values would allow an independent LCA
practitioner to reproduce the results reported in the study.
Back
Homogeneous substance constituting a component part or a product,
made from natural resources. The term “homogeneous” means that the
average of chemical components in the entire material is identical tothe average of chemical components in any portion of the material.
Back
Resources which exist in nature.
Back
Refers, in the Guidelines, to semiconductor integrated circuits orsemiconductor devices and resistors, capacitors, and printed-circuitboards intended primarily for processing of electronic signals. Excludes
semiconductor lasers, light-emitting diodes, inductors, electronic
circuitry transformers and coils, and semiconductor sensors.
Back
Integrated circuit elements on boards made from silicon element
crystals, compound semiconductor crystals.
Back
The number of metal terminals provided for electric current
input/output in the semiconductor integrated circuits or semiconductor
devices among the electronic components.
Semiconductor integrated circuits or semiconductor devices refer to theelectronic devices listed below.
Examples: Diodes, small-signal transistors, power transistors, MOS
micro, logic, MOS memory, and analog IC
http://semicon.jeita.or.jp/icgb/pdf/icgb_4-5.pdf
Back
A process in which component parts are incorporated with each other.
Substances used in the manufacturing process of materials and products
and their component parts and not left remaining in the materials andproducts and their component parts. In the Guidelines, those substancesleft remaining in products and their component parts are defined toconfigure the products and therefore they are not referred to as indirectmaterials.
Back
One of the techniques developed at JAPIA for assessment ofenvironmental impacts of auto parts in the life cycles. The energies
possessed by fuel and electric power (Potential Energy) are all
calculated based on the (four) energy consumption patterns by autoparts in the vehicle-mounted condition and the rate of consumption.
This features a standardized technique independent from the type of
vehicle prime mover and fuel consumption, thus allowing efficient
calculation of environmental load intensity.
Back

12

7.

Basic concepts

Back

In the assessment of environmental impacts of products, it is impractical to identify all the factors(type and amount of energy resources used, type and amount of raw materials loaded, type andamount of the substances affecting or likely to affect the environment into which the substances aredischarged) associated with possible environmental impacts in all aspects. This suggests thenecessity for selecting proper factors to be identified, taking into consideration the importance ofrespective factors and the significance of possible environmental impacts. In practice, however, forgiving consideration to the importance and the significance of environmental impacts in early stagesof environmental impact assessment, it is essential to identify the entire environmental impacts of the
product and its component parts under study, this causing a contradiction at the end.
In order to avoid such situations, JAPIA has developed a methodology to comprehensively
determine environmental impacts through a sequence of procedural steps by simplifying theinterrelation between various factors, which govern environmental impacts of a product and its
component parts under study, and studying the individual factors in advance without sorting out any
factors according to their importance and the significance of environmental impacts. The
methodology for determining auto parts for their environmental impacts in the manufacturing phaseof life cycle is denoted “MP base units integration (see Term No. 15),” and the methodology for
identifying auto parts for their environmental impacts in the consumer use phase is referred to as “PE
allocation (see Term No. 42).” Adoption of these methodologies should allow valid assessment ofenvironmental impacts in their early stages, ensuring comprehensiveness and completeness for the
products under study.
7.1 Defining the scope of study in the Guidelines
For determination of quantitative values of environmental impacts, it is necessary to define theproduct and its component parts to be studied and the scope of study on the environmental impacts
which the product and its component parts under study provide or can provide.
The scope definition is carried out based on the International Standard ISO14040: 2006 (see Term
No. 4) for Life Cycle Assessment (LCA) (see Term No. 1). In the scope definition in LCA, thefollowing items (1) through (12) are specified by the International Standard to be considered andclearly described.
(1)

the functions of the product (see Term No. 5) and the system (see Term No. 8) the productcomposes;(2) the functional unit (see Term No. 18);(3) the product to be studied;(4) the system boundaries (see Term No. 19) of the product under study;(5) allocation procedures (see Term No. 20);(6) the methodology of Life Cycle Impact Assessment (LCIA) (see Term No. 26) and subsequentinterpretation to be used;(7) data requirements;(8) assumptions (see Term No. 21);(9) limitations (see Term No. 22);(10) initial data quality requirements;(11) type of critical review (see Term No. 23), if any;(12) type and format of the report required for the study.
In the scope definition or the fundamental step in the Guidelines, considerations given are as listed
below. In practice, however, where considerations given in the implementation of assessment inaccordance with the Guidelines differ from those listed below, they must be stated separately,
although the validity of the study implemented is not impaired in terms of adherence to the
Guidelines.

13(1) The functions of the product and the system the product composes
Capabilities incorporated in motor vehicles, etc. to facilitate the appropriate actions for fulfillment of
the functions of motor vehicle, etc. in accordance with the requirements of users or to meet the userneeds.
(2)

The functional unit
(2.1) In the case of a product
The “functions (see Term No. 16) of actuating a motor vehicle, etc. (transportation equipment)
properly” are defined as a unit. The applicable product is considered to be mounted on a motor
vehicle, etc. and to provide its characteristics for the motor vehicle in accordance with theneeds of the user of the motor vehicle. Where a single system product performs for N (two ormore) motor vehicles, the functional unit of a product is considered “the function of actuating
N motor vehicles properly.” Where n (two or more) pieces of the same product perform forone motor vehicle, etc., the functional unit of each product is considered “the function of
actuating one motor vehicle properly with n pieces of product.”(2.2) In the case of a component part
The “function of actuating one product properly” is defined as a unit. The applicable
component part is considered to be incorporated in a product and to provide its characteristics
for the product in accordance with the intent of the design personnel of the product. Where n(two or more) pieces of same component part perform for one product, the function unit ofeach component part is considered “the function of actuating one product properly with npieces of component parts.”(3) The product to be studied
Those products and their component parts or the systems configured with the products, which are
under discussion among the member companies about environmental friendliness.
(4) The system boundaries of the product
The system boundaries of a product (see Term No. 5) mean the boundaries between the product andthe environment or other products. The scope of study for LCA refers to the extent of study on theimpacts or potential impacts on the environment associated with the product. In other words, thesystem boundaries of product may be equivalent to assumptions of determining quantitatively the
resources and energy resources introduced in the individual phases of manufacturing, transportation,
consumer use, and disposition of the physically constructed product and the substances discharged(Figure 1).

14

Figure 1

System boundaries of product in its life cycle

Usually, parts configuration, manufacturing processes, and use conditions vary with different
products, and therefore the boundaries differ between individual products. For understanding thedifferences in the boundaries between products, it is necessary to actually investigate the products
concerned for physical configurations, manufacturing processes, and use conditions, and set
appropriate boundaries for individual products. Then, in order to achieve the purpose of the
Guidelines, “identifying the information efficiently and comprehensively, which contributes toenvironmental impacts assessment,” the procedures for setting the boundaries are defined as listed
below as common to individual products and their component parts.
[The boundaries based on the physical configuration of the product and its component parts (seeTerm No. 7)]
Includes all physical configurations of product and its component parts specified by Product/Part No.
under study but excludes any software and drawings.
[The boundaries in the lifetime of individual products and their component parts (see Term No. 3)]
The Second Edition only focuses on the manufacturing phase and the consumer use phase of theabove described product and its component parts under study (Figure 2).

15

Figure 2

System boundaries covered in the Guidelines(4.1) Manufacturing phase
The manufacturing phase of a product and its component parts is roughly divided into two;
one, the manufacturing process of the materials, which physically configure individual
products and their component parts, and the other, the process of physically configuring the
products and their component parts by using the materials.
Regarding the former manufacturing process of materials, materials are manufactured fromnatural resources as a rule in the specific processes to the individual materials. Thus, once thematerials are identified, possible environmental impacts in the relevant manufacturing process
may be uniquely determined based on the manufacturing methods.
Regarding the latter manufacturing process of products and their component parts,
approximate environmental impacts may be simply identified in theory without preliminary
investigation of manufacturing processes of individual products by assuming fairly definite
manufacturing processes, depending on the individual component parts and products. This isapplicable to not only internal processes but also the processes performed at the othercompanies engaged in manufacturing of purchased products. The methods for processing andassembling individual materials which configure products and their component parts vary
according to the final requirements for product functions and characteristics. However, byintroducing the assumptions that the processes applied to the same materials are fixed andunvarying in any cases, it becomes possible to identify the rough outline of environmental
impacts without the need for field surveys. This approach for identifying the environmental
impacts of the manufacturing processes is designated “MP base units integration (see Term No.
15).” The methods for setting the manufacturing processes for the products and theircomponent parts and the assumptions are described later.
(4.2) Consumer use phase
Results of allocation of inputs of fuel or energy to a vehicle loaded with the auto parts understudy and outputs of environmental load from the vehicle in proportion to the burden share the16individual auto parts should be liable to bear are defined as environmental load intensities forthe auto parts in the consumer use phase. The “burdens the auto parts should bear” refer to theweighted values derived logically from the functions of auto parts during the allocation ofenvironmental loads in the consumer use phase of automobiles.
For allocation, four (4) approaches are available, “allocation according to mass (inertia),”“allocation according to electric power consumption,” “allocation according to power (shaft
output) consumption,” and “allocation associated with energy efficiency of prime mover.” For
every auto part, one or more allocation approaches are applicable. However, the “allocationaccording to mass (inertia)” is applicable to all auto parts.
The burdens allocated based on these approaches depend on the use conditions and fuelconsumption of the vehicles on which individual auto parts are mounted. This means that evenauto parts of similar types and similar functions may differ from each other in the allocatedburden and allocation ratio depending on the type, characteristics, and performance of thevehicles on which they are mounted. In practice, however, assuming certain use conditions
and fuel consumption, it becomes possible to estimate the representative values ofenvironmental load intensity in the consumer use phase without studying any actual working
conditions and specifications of vehicles on which auto parts are mounted. This allocation ofenvironmental load intensity to auto parts in the consumer use phase of a motor vehicle
defined based on the relationship between auto part functions and the motor vehicle isdesignated “PE allocation” (see Term No. 42). Allocation to auto parts, concepts of allocation
ratio, and setting methods are described later.
The values estimated based on the above-described assumptions and the quantified values forenvironmental impacts assessment based on the on-the-spot surveys may differ from eachother. However, the differences from the on-the-spot surveys must be accepted in practice,assuming that the values from the on-the-spot surveys would be partially or wholly taken into
account and resolved at the end through repetition and review of the study on base units (seeTerm No. 14).
(5) Allocation (see Term No. 20) procedures[Manufacturing phase]
Assessment is conducted following the prior setting of certain manufacturing processes, and thus
there is no need for allocation as a rule.
[Consumer use phase]
Assessment is conducted based on the PE allocation by allocating the environmental load intensity ofthe entire motor vehicle, on which the auto parts under study are mounted. Regarding auto parts,
only the results of allocation to auto parts in the entire motor vehicle are defined as being included in
the system boundaries and therefore, for a single product, there is no need of additional allocation in
the consumer use phase. Where the product under study constitutes a part of the system of auto parts
and allocation is conducted to the entire system based on the PE allocation and then the results need
to be further allocated to the product in the system boundaries, valid allocation must be conductedaccording to either parameter, physical or economic.
(6) Life Cycle Impact Assessment (LCIA) methodology and subsequent interpretation method
The study conducted based on the Guidelines refers to life cycle inventory analysis (LCI) up to thestages of compiling and quantifying the inputs/outputs of substances and energy resources to/fromproducts and their component parts throughout the life cycles. The Life Cycle Impact Assessment(LCIA) implemented based on the LCI results is out of the scope of the Guidelines. Therefore, theimpact assessment methodology and subsequent interpretation are not referred to in the Guidelines.
(7) Data requirements
Regarding the data needed for discussion of environmental friendliness of products, evaluation isconducted.

17

(8) Assumptions (see Term No. 21)[Manufacturing phase]In the MP base units integration applied in the manufacturing processes of products and theircomponent parts, assessment is conducted based on the assumptions that the products and theircomponent parts, even if they differ from each other, undergo the same fabrication process forincorporation in the end products.
For example, where the material X is used in both products A and B, for the processing to thematerial X, the process related to the material X in the Standard LCI Data Calculation Methodology
established by JAPIA is assumed to be applied even if the actual manufacturing processes andmanufacturing sites differ between the products A and B. Making these assumptions allows
identification of approximate values in the early stages of LCI data survey without need for any fieldsurvey.
Typically, it is impractical for the member companies to trace the supply chains without any directbusiness connections and conduct the LCA study directly. Consequently, for data collection, there isno other way but to rely on the direct business connections for the survey. Additionally, the wholecircumstances in which LCA study only relies on the direct business traders for the survey results arecommon to all business operators constituting supply chains. This leads to increased possibility ofdata unavailability and/or data errors, although adoption of the assumptions helps avoid damage tothe data collection quality. In actuality, however, the actual processes may not be reflected in somecases and therefore, the quality of data collected is inconsistent with the quality of data collection.
MP base units integration will be described later in 7.2.
[Consumer use phase]In the PE allocation applied in the allocation of environmental loads in the consumer use phase,
assessment is based on the use conditions and fuel consumption of the vehicles on which the
products under study are mounted. Where those conditions can be clearly identified, allocation is
attained based on the conditions. If the conditions are difficult to identify, environmental loadintensities are calculated based on the typical estimations of use conditions and fuel consumption
defined in the Guidelines.
Details of methodology of PE allocation are described later in 7.3.
(9) Limitations (see Term No. 22)
Limitations are defined to prevent possible over-interpretation of conclusions derived from the study
data. Assessment based on either method, MP base units integration or PE allocation, is conducted
for the issues described above and therefore, it does not allow any interpretation based on the details
not included in the issues. The Guidelines also define similar limitations.
(10) Initial data quality requirements
The ISO14040 standard states that the following items are preferably specified as requirements. The
Guidelines specify as listed below.
(10.1) Time-related coverage (see Term No. 27)[Manufacturing phase]In accordance with the data acquisition requirements listed in the base units (see Term No. 14)
defined by JAPIA. The information about materials composing the product and its component
parts under study is specified to remain unchanged without being affected by the effects ofelapsed time.
[Consumer use phase]
The vehicle running conditions and fuel consumption conditions defined by JAPIA are
specified to remain unchanged without being affected by the effects of elapsed time.
(10.2) Geographical coverage (see Term No. 28)[Manufacturing phase]In accordance with the data acquisition requirements listed in the base units (see Term No. 14)
defined by JAPIA. The information about materials composing the product and its component
parts under study is specified to remain unchanged without being affected by any geographicaleffects.

18

[Consumer use phase]
The vehicle running conditions defined by JAPIA are specified to remain unchanged without
being affected by any geographical effects.
(10.3) Technology coverage (see Term No. 29)[Manufacturing phase]In accordance with the data acquisition requirements listed in the base units (see Term No. 14)
defined by JAPIA. It is specified that the coverage is only determined based on theinformation about materials composing the product and its component parts under study, and itomits any effects of other technical backgrounds.
[Consumer use phase]
The vehicle running conditions, fuels, and other forms defined by JAPIA are specified toremain unchanged without being affected by any effects of technical backgrounds. In responseto any changes in technical backgrounds, the conditions will be reviewed.
(10.4) Precision (see Term No. 30)[Manufacturing phase]In accordance with data accuracy listed in the base units (see Term No. 14) defined by JAPIA.
The accuracy of information about materials composing the product and its component parts
under study is based on the numerical values the member companies have identified.
[Consumer use phase]
Decrease in the accuracy can result due to the difference between the vehicle running
conditions defined by JAPIA and the actual use conditions of individual motor vehicles.
(10.5) Completeness (see Term No. 31)[Manufacturing phase]In accordance with the degree of completion of input of the information about materials
composing the product and its component parts under study, which the member companies
have identified.
[Consumer use phase]
Assessment is attainable based on the vehicle running conditions and fuel consumption
conditions defined by JAPIA and therefore, the completeness of the study is consideredassured.
(10.6) Representativeness (see Term No. 32)[Manufacturing phase]In accordance with temporal and geographical coverages.
[Consumer use phase]In accordance with temporal and geographical coverages.
(10.7) Consistency (see Term No. 33)[Manufacturing phase]
Assessment is attained based on the MP base units integration and therefore, the consistencyof the study is always assured.
[Consumer use phase]
Assessment is attained based on the PE allocation and therefore, the consistency of the study isalways assured.
(10.8) Reproducibility (see Term No. 34)[Manufacturing phase]
Assessment results based on the MP base units integration rely on only the information aboutmaterials composing the product and its component parts under study as a rule and therefore, ahigh degree of reproducibility is expected.
[Consumer use phase]
Assessment results based on the PE allocation rely on only the existing product information(e.g., mass, performance) and therefore, a high degree of reproducibility is expected.

19

(11) Type of critical review (see Term No. 23), if any
A critical review becomes necessary to provide comparative assertions to external interested parties.
Therefore, it is unnecessary as a rule when discussion is made within individual member companies
about the environmental friendliness of products and their component parts. Where comparative
assertions are provided externally about results of the LCA study conducted in accordance with the
Guidelines, the review by the internal experts in the member companies should be conducted. The
experts who conduct the review should be in a position independent from the LCA study concernedand familiar with the ISO14040 and the Guidelines and they should have the necessary scientific andtechnical expertise.
(12) Type and format of the report required for the study
The study should have been based on the Guidelines, and the issues required by ISO14040 to bereported other than study results are listed in the Guidelines, and therefore their description andreporting may be omitted. Where results of the LCA study conducted based on the Guidelines areused in comparative assertions to external interested parties, a report including all the issues
specified in ISO14040 should be prepared.
LCA is a methodology of step iteration. MP base units integration (see Term No. 15) and PE
allocation (see Term No. 42) are intended to be conducted in the early stages of LCA. Therefore, as
additional information is collected during the study, partial or total adoption of any methodology
other than MP base units integration and PE allocation may become required. In this case, the scopeof study must be corrected in some cases.
7.2 Framework for calculating the environmental impacts of a product and its component parts in the
manufacturing phase BackCalculation of environmental impacts in the manufacturing phase in the product system boundaries isattained in two steps, calculation in the manufacturing process of materials composing individual
products and their component parts physically, and calculation in the manufacturing process of the
products and their component parts made up from the materials.
7.2.1 Calculation in the manufacturing process of materials
Materials composing products and their component parts are widely diverse, amounting to thousands
or more in terms of type. It is thus inefficient to ensure the correspondence between the usage ofnatural resources (see Term No. 36) and the usage of energy resources required for manufacturing all
types of materials for data collection, and therefore the types of materials are narrowed down. The
method for narrowing the number of material types is based on the Data Sheets.
7.2.2 Calculation in the manufacturing process of component parts and products
Calculation is based on the MP base units integration described in the preceding section “(8)Assumptions.” This methodology conducts assessment of the product and its component parts in the
manufacturing phase on the assumptions that the fabrication process of materials composing the
products is equally applied independently from the applied section of the product and its component
parts and the type of the product and its component parts. The use of energy resources in the
manufacturing phase of product and its component parts is assumed to depend on the type and massof the materials composing the product and its component parts. However, in the case of products
and their component parts including electronic components, it is assumed that only the electronic
components depend on the other factors.
7.2.2.1

Calculation in the manufacturing process of electronic components (see Term No. 37)

Calculation is made on the assumptions that in the MP base unit integration, materials andfabrication processes are uniquely interrelated with each other and that the usage of energy resources
depends on the type and mass of individual materials contained in the product and its component
parts. This is applied to the machine parts (products and their component parts, the structure ofwhich is formed by materials and which perform the functions primarily due to kinetic or chemicalactions).

20

On the other hand, in the case of materials composing those products and their component parts
which fulfill the functions in response to electronic signals as typified by semiconductor integrated
circuits, the relation between the masses and the functions has not been exactly identified. Especiallyin the case of integrated circuits (IC) and large-scale integrated circuits (LSI), the masses of the
products and their component parts (silicon chips or compound semiconductor chips) (see Term No.
38), which fulfill their functions are almost entirely composed of the element silicon or compound
semiconductors. However, the functions of the integrated circuits depend on the chip area, circuit
integration density, and other factors rather than the mass of silicon or compound semiconductors.
Additionally, the manufacturing process of semiconductor integrated circuits reportedly consumes amuch greater amount of energy resources compared to typical mechanical products and theircomponent parts. This suggests that for calculation, semiconductor integrated circuits must be
separated from the machine parts which depend on the component materials and their masses withregard to the functions and performance; otherwise large deviations from the actual conditions could
result.
The functions of semiconductor integrated circuits depend on the chip area and other factors,
although it is very difficult to study the chip area and other factors of the purchased semiconductor
integrated circuits. Therefore, the Guidelines have established the parameters substituting for thechip area and other factors to determine the functions of the integrated circuits. As a method toestimate the silicon chip area or the functions (capabilities) of semiconductor integrated circuitcomponents based on only the external appearances or the written specifications of product and its
component parts, measurement of the number of terminal pins (see Term No. 39) in thesemiconductor integrated circuit components is available. The methodology of estimating the size offunction based on the number of terminal pins has been adopted by the Japan Electronics andInformation Technology Industries Association (JEITA)Note 1 and then JAPIA has decided to also use
this methodology. Available functions depend on the chip area, and the amount of the energy
resources used by the semiconductor integrated circuit components in the manufacturing phasedepends on the chip area. This relation is posted in the Life Cycle Assessment (LCA) Society ofJapan DatabaseNote 2.
For the semiconductor integrated circuit components incorporated in the product and its component
parts under study, the chip area, the manufacturing processes, and other details may be identified insome cases, although the calculation based on the measurement of the number of terminal pins at
early stages of LCA study should be effective for efficient understanding of environmental loads.
In addition, also regarding the resistors, capacitors, and used in electronic circuits similarly to theabove-described semiconductor integrated circuit components, the calculated values based on the
MP base units focusing on machine work may largely deviate from the actual conditions. Therefore,
the base units for these component parts are separately established.
The cross-reference between the total number of terminal pins, the total number of resistors, the total
number of capacitors, and the area of PCB on the semiconductor integrated circuit components
incorporated in the product and its component parts and the usage of energy resources in the
manufacturing phase is based on the Data Sheets.
Note 1 JEITA LCA methodology for semiconductor integrated circuits: A methodology developedby the JEITA Semiconductor Environment Safety Committee for life cycle inventory calculation
based on the estimation of chip area from the geometry of IC and the number of pins(http://semicon.jeita.or.jp/committee/committee 2_4_1.html)
Note 2 Life Cycle Assessment Society of Japan (JLCA) Database: The accomplishment of the
five-year First Term LCA Project promoted and implemented by the Ministry of Economy, Tradeand Industry (METI) and the New Energy and Industrial Technology Development Organization(NEDO) from FY 1998 to FY 2002. This database includes the data for inventory analysis, impact
assessment, and literature (http://lca-forum.org/).

21

7.2.2.2

Handling of soldering process of electronic components

Usually, electronic components are soldered (mounted) to the printed circuit board (PCB). Typicalsoldering in volume production is based on the flow solder bath or reflow soldering. This means thatthe soldering constitutes batch processing of the complete set of printed circuit boards (PCBs). The
study on the area of PCB allows calculation of usage of energy resources in the flow or reflow
soldering per area. However, increasing the number of study items is not appropriate for the purposeof the LCA study in the early stages. Consequently, the Guidelines have established the assumptions
listed below.
It is difficult to estimate the area of a PCB from the material composition of the product and its
component parts under study. It is also difficult to estimate the area from the total number ofterminal pins in the electronic components. However, it can be said that there is correlation between
the total number of terminal pins and the area of a PCB. The area of a PCB does not necessarily
increase in proportion to the total number of terminal pins, although it tends to increase withincreasing number of electronic components mounted on the PCB or increasing total number ofterminal pins due to the increasing number of terminal pins in the electronic components. Therefore,
the usage of energy resources in the batch process is expected to increase as a result of allocationaccording to the area of a PCB.
Then, the base units of PCB per area in the soldering (mounting) process depending on the numberof terminals in the manufacturing of semiconductor integrated circuit components described above
are to be established.
The cross-reference for the amount of the energy resources used and other parameters in thesoldering stage of a PCB on the electronic components incorporated in the product and its
component parts are based on the Data Sheets.
7.2.2.3

Calculation in the manufacturing process of parts other than electronic components

In the manufacturing process of the products and their component parts other than electronic
components, involvement of the fabrication processes established specific to individual materials
composing the products and their component parts under study is assumed, and therefore, the amountof the energy resources used in the fabrication process are assumed to depend on the mass of
individual materials composing the products and their component parts under study.
The cross-reference between materials and the usage of energy resources in the fabrication process isbased on the Data Sheets.
7.2.2.4

Exceptional treatment of mass of electronic components in their impacts assessment

For assessment in the manufacturing phase of products and their component parts including
electronic components, the values obtained from calculation in the manufacturing phase of electronic
components and the values obtained from calculation in the manufacturing phase of parts other thanelectronic components are integrated. The electronic components are made up from several materials,
although the environmental loads of electronic components in the manufacturing phase are assessed
based on other factors than the type and mass of the materials. Therefore, in order to avoid
duplication, the material composition and the mass of electronic components should be excluded inprinciple from the whole for assessment. However, considering that the mass of electronic
components is relatively smaller than that of other machine parts, as is the number of person-hours
needed to extract the fraction equivalent to the materials of electronic components from the Material
Composition Table, any duplication of the assessment based on the base unit for electronic
components and the assessment based on the MP base units is allowable in the integration. However,this does not apply when the assessments can be separated from each other.
7.2.2.5

Handling of fraction defective and yield rate

The values of fraction defective and yield rate of product and its component parts affect the Life
Cycle Impact Assessment (LCIA). In the MP base unit integration, specific processes are defined touniquely correspond to specific materials. The amount of the energy resources used in the individual22

processes are allocated based on the quantity of manufactured (post-manufacturing) products andtheir component parts and therefore, there is no need to give special consideration to fraction
defectives and yield rates in the calculation of the amount of the energy resources used in the
fabrication process.
On the other hand, the MP base unit integration has not defined any required material masses for theestablished fabrication process. This is because the MP base unit integration is primarily intended toefficiently and comprehensively identify the environmental loads of the entire system by simplifying
the assumptions for calculation and thus, this methodology adopts the assumption that a single
material is fed through a sequence of processes for processing. Therefore, it does not have any
meaning to additionally include other secondary assumptions. Based on the concept of ISO that LCA
is iterative, it is considered more efficient to take into consideration the conditions of fraction
defective and yield rate in the LCA in the stages after the early stage.
In practice, however, where sufficient person-hours are available for the study to take into accountthe fraction defective and yield rate, the quantity of usage of materials should be additionally
increased from the values. In this case, in response to the increased quantity of usage of materials,
the entire environmental load intensity is to be increased.
7.2.2.6

Handling of items related to transportation

In the procurement of materials and purchased products, their transportation causes loads on theenvironment. However, compared to the transportation of completed products, which may need
restrictions on the placement, the transportation of materials and/or parts is easily estimated toprovide extremely higher load efficiency and therefore, the values are considered to have little effecton the assessment of product and its component parts in the early stage. Therefore, they are excluded
from the study scope. In addition, in the Guidelines, transportation of finished products is defined as
being outside of the system boundaries (see Term No. 19).
7.2.2.7

Handling of items related to assembling (see Term No. 40)

The “assembling” in the Guidelines refers to the process of combining component parts with eachother. Typically, the information about materials composing the product and its component parts
does not contain any information about assembling, and accordingly, the MP base unit integration
does not allow any assessment of environmental load intensity in the assembling process. However,
the amount of usage of energy resources in the assembling process is typically considered smaller
than that in the materials fabrication process. Therefore, it is excluded from the study scope, while
prioritizing the improvement of efficiency of assessment. However, this does not apply where thebase unit of assembling process can be identified.
7.2.2.8

Handling of indirect materials (see Term No. 41)

For the materials used in the manufacturing processes of a product and its component parts and notincluded in the list of materials composing the product and its component parts, the assessment basedon the MP base unit integration cannot be applied. Prioritizing the improvement of efficiency ofassessment, the Guidelines exclude those materials from assessment. This does not apply where thequantity of usage of indirect materials and their intensities of environmental impacts can be
identified.
7.3 Framework for calculating the environmental impacts of a product and its component parts in the
consumer use phase
Back
Environmental impacts in the system boundaries of the product in the consumer use phase arecalculated based on the four methods of allocation: “allocation according to mass (inertia),”“allocation according to electric power consumption,” “allocation according to power (shaft output)
consumption,” and “allocation associated with energy efficiency of prime mover,” as discussed in
the previous section, and they are summed up for determination of the sum total (Figure 3).

23

Figure 3 Typical tree diagram for environmental impacts of a gasoline/diesel engine vehicle
in the consumer use phase
7.3.1 Calculation based on allocation according to mass (inertia)
The dynamic output generated by the prime mover in a motor vehicle is consumed partially in therunning of the vehicle. The workload needed to run a heavy load depends on the travel pattern of
motor vehicle. The factors that constitute the resistance and resultant loss (environmental load) in therunning of motor vehicle include (a) rolling resistance, (b) air resistance, (c) grade resistance, and (d)acceleration resistance.
(a) The rolling resistance of a motor vehicle increases in proportion to the normal force against theroad surface. The normal force means the product of the mass of the entire motor vehicle and thegravitational acceleration acting perpendicularly to the road surface, and the rolling resistance is the
product of the normal force and the rolling resistance coefficient (RRC). The rolling resistance is thework performed by tires, and the energy is not reserved in the form of kinetic energy but converted
to thermal energy. The Tire LCCO2 Calculation Guidelines developed by the Japan Automobile Tire
Manufacturers Association (JATMA) (http://www.jatma.or.jp/environment/pdf/lcco2guideline.pdf)
define that tires contribute to fuel consumption (L/km) by 12.5% in the case of passenger cars on theassumption that the fuel consumption of simulated motor vehicles equipped with general-purpose
tires is 0.1 L/km (10 km/L). There is no definite data shown to support this value. However, based on
the preconditions that the tire rolling resistance is all caused by the tires independently from normal
force, it is considered that one-eighth (12.5%) of fuel consumption of a motor vehicle is attributed totires (even considering that the normal force and rolling resistance coefficient (RCC) act asintervening variable parameters to govern the rolling resistance as the physical phenomena).
The normal force depends on mass, although allocating the environmental load from the rolling
resistance as being according to mass can cause double counting of allocation to tires based on theabove-described concepts of JATMA and allocation to auto parts other than tires. Additionally, if
rolling resistance is considered to be derived completely from mass in order to avoid double counting,allocation of the environmental load from rolling resistance to tires is eliminated, and the approach24

for allocating the environmental load in the consumer use phase of motor vehicles to tires as one of
the auto parts becomes insignificant. Therefore, rolling resistance should not be subject to the“allocation according to mass (inertia).” The loss caused by the rolling resistance is categorized as
described later in 7.3.3 Allocation according to power (shaft output) consumption, and it should be
all allocated to tires.
(b) Air resistance depends on the geometry of a car body. Therefore, air resistance is not subject tothe allocation according to mass of auto parts. However, in case where auto parts affect thegeometry of car body as exterior automotive trim, the air resistance should be subject to 7.3.3
Allocation according to power (shaft output) consumption.
(c) Grade resistance is regarded temporarily as one of the resistances as a result of conversion ofprime mover output to potential energy, although it is highly likely to be canceled at the end inconsideration of the operating hours of motor vehicle throughout its lifetime (The converted potential
energy is further converted to the kinetic energy for running on a downhill road. From the standpointof lifetime operating time of motor vehicle, the initial altitude and the end-of-life altitude of the
motor vehicle are estimated to be identical with each other. Even if they are different from each other,
the environmental load intensity caused by the workload due to the differences is estimated to bevery little compared to the environmental load intensity throughout the lifetime). Consequently,
there is no need to take into account any grade resistance.
(d) Acceleration resistance only refers to the outcome of conversion of mechanical energy, similarly
to the grade resistance. However, the kinetic energy converted from the thermal and other energies
by the prime mover is preserved in the entire motor vehicle once then the kinetic energy fraction left
out from recovery during the deceleration by the regenerative system is converted to thermal energy
by the friction brake and dissipated at the end. Therefore, only the acceleration (speed increasing)resistance is considered to be derived from mass (inertia). For motor vehicles equipped with theregenerative control system, the fraction corresponding to the regenerative energy is taken into
account for allocation.
The workload for accelerating a motor vehicle may be determined from a difference between the
kinetic energies at the time of start and end of acceleration. The lifetime workload for acceleration ofa motor vehicle (the amount of energy lost) is a difference between the integrated value ofdifferences between the kinetic energies at the time of start and end of acceleration and the integrated
value of regenerated energies. From the chronological viewpoint, acceleration is always followed byregeneration, although acceleration and regeneration may be considered to take place concurrently
with each other when considering the environmental load throughout the lifetime operating hours of
motor vehicle. In practice, however, the regenerated kinetic energy must be assumed to be usedcompletely for acceleration of motor vehicle after regeneration (Figure 4).
(Energy loss due to the acceleration resistance throughout the lifetime operating time)=  {(Kinetic energy at the start of acceleration) - (Kinetic energy at the end of acceleration)}–  (Energy regenerated and re-used for acceleration throughout the lifetime operating time)25

Figure 4

Acceleration energy balance per weight (kg) in the JC08 mode driving

Kinetic energy is proportional to the square of speed and the mass. Identifying the acceleration
pattern throughout the lifetime operating time of motor vehicle, the workload for accelerating theentire motor vehicle may be considered partly borne by the auto parts according to their masses.
Additionally, when the energy burden is to be generated by the prime mover, energy conversion loss
occurs in the prime mover. Therefore, this energy loss inherent in the energy burden must be also
allocated as environmental load. This means that the allocation according to mass (inertia)
includes the sum of the environmental load fraction corresponding to the kinetic energy andthe accompanying energy loss. However, the energy loss included in the allocation should focus on
the loss derived theoretically from the configuration of the prime mover (the intrinsic loss
independent from the functions and characteristics of parts configuring the prime mover, e.g., thethermal energy which cannot be converted thermodynamically to any kinetic energy among theentire input thermal energy in the case of a heat engine).
Based on this concept, the environmental load intensity based on the allocation according to mass of
auto parts could be determined independently from the total mass and fuel consumption properties ofthe motor vehicle on which the auto parts under study are mounted, provided that the acceleration
pattern and the amount of energy lost in the prime mover to produce the entire energy required foracceleration can be identified.
It is considered very difficult to identify the driving patterns of individual automobiles during their
lifetime operating time and therefore, JAPIA has specified the driving pattern that seems typical. In
addition, in the case of those motor vehicles equipped with the regenerative system which consumes
all the regenerated kinetic energy in the running, the regeneration efficiency affects the allocatedenvironmental load intensity and therefore, the efficiency has also been specified. The details areincluded in the Consumer Use Phase Data Sheets attached to the Guidelines.
7.3.2 Calculation based on allocation according to electric power consumption
The dynamic output (shaft output) generated by the automobile prime mover is partially converted toelectric power by the generator and supplied to the auto parts which use or transmit electric power.
The auto parts supplied with the electric power consume electric power to express the functions of
the auto parts. The electric power-transmitting auto parts transmit the electric power while causing26

electric power loss. Thus, the burden of environmental loads derived from electric power
consumption may be considered to correspond to the workload based on the electric power
consumption and transmission loss of the auto parts. Furthermore, where the energy burden is to begenerated by the prime mover, energy conversion loss occurs in the prime mover and therefore, also
the energy loss necessarily accompanying the energy burden must be allocated as one of theenvironmental loads. This means that the allocation according to electric power consumption
includes the sum of the energy due to the electric power consumption and its accompanied
energy loss. In practice, however, the energy loss allocated should cover the loss fraction derived
theoretically from the configuration of prime mover. This is similar to the case of allocationaccording to mass.
Based on this concept, the burden allocated depends on only the energy consumption of auto partsconsuming the electric power and the energy lost in the prime mover for generation of that energy.
Thus, the environmental loads can be determined irrespective of the generator efficiency and the fuelconsumption of the motor vehicle on which the auto parts are mounted.
In the case of those automobiles equipped with a regenerative system to use the regenerated kinetic
energy for any purposes other than driving (automobiles incorporating the regenerative function but
not constituting any hybrid electric vehicles), the environmental load intensity derived from theelectric power consumption of the entire automobile varies. The amount of regenerated energy is
uniquely determined based on the vehicle total weight and running conditions, and the total amountof electric power used in the vehicle is determined based on the total quantity of the electric
power-using parts mounted on the vehicle. However, there is not necessarily a correlation between
the two, and then, it is impracticable to preliminarily allocate the regenerated energy according to theunit electric power consumption and unit loss electric power of auto parts. Consequently, it is left outof consideration to allocate to the auto parts the fraction of reduced environmental load derived fromthe energy regenerated by the regenerative system (Figure 5).

Figure 5

Relation between regenerative energy and electric per 1 A-sec. power (12 V power source)
in JC08 mode driving

It is considered very difficult to identify individual operating hours in the lifetime operating time ofindividual automobiles and therefore, JAPIA has specified the operating time of motor vehicles andtheir functions considered typical to ensure the consistency with other allocation approaches. The
details are included in the attached Consumer Use Phase Data Sheets.
7.3.3 Calculation based on allocation according to power (shaft output) consumption

Back

The dynamic output (shaft output) generated by a prime mover of motor vehicle will be partially
supplied to the auto parts performing the 1) mechanical work, 2) transmission of shaft output, and/or

273) conversion of shaft output to electric power. The auto parts performing the mechanical work use
the supplied kinetic energy to complete the work and resultantly express their own functions. The
auto parts transmitting the shaft output transmit the kinetic energy, providing irrecoverable losses
due to friction (heat, sound, deformation) and rotation energy. The auto parts converting the shaft
output to electric power convert the kinetic energy to electric energy, providing conversion loss.
Therefore, the burden of environmental loads caused by use of power (shaft output) may beconsidered equivalent to the workload, transmission loss, and conversion loss of the auto parts
involved. For example, it corresponds to the workload determined based on the oil discharge andpressure for mechanical oil pumps, the transmission loss caused by internal friction and/or rotation
work for the transmissions, the rotation workload and friction workload for the wheels and brakedisks/drums, and the electric power conversion loss for the generators. For the exterior automotive
trim, the air resistance or the mechanical work against the air constitutes the burden of environmentalloads. Additionally, where the burden energy is to be generated by a prime mover, the energy
conversion loss occurs in the prime mover, and therefore, the energy loss necessarily accompanying
the burden energy must be also allocated as an environmental load. This means that the allocationaccording to use of shaft output includes the sum of the power energy used and theaccompanying energy loss. However, the energy loss allocated should focus on the loss derived
theoretically from the configuration of the prime mover. This is the case with the allocationaccording to mass.
Based on this concept, the burden allocated depends only on the workload, transmission loss, andconversion loss of auto parts under study and the energy lost in the prime mover to generate theenergy making up for the corresponding energy. As a result, the environmental loads can be
determined independently from the fuel consumption of the motor vehicles on which the auto parts
are mounted.
It is considered very difficult to identify individual use conditions in the lifetime operating time ofindividual automobiles, and therefore, JAPIA has established the use conditions of motor vehicles
considered typical to ensure consistency with the other allocation approaches. The details areincluded in the attached Consumer Use Phase Data Sheets.
7.3.4 Calculation based on allocation associated with energy conversion efficiency in prime moverIn the consumer use phase of motor vehicles, the prime mover converts the thermal energy generated
by the combustion of fuel or the electric energy to kinetic energy. The conversion efficiency of theprime mover is always below 100%, thus causing a loss (the fraction not converted to the intended
kinetic energy but left remaining in the form of thermal energy). Especially in a heat engine whichburns fuels to convert the thermal energy to kinetic energy, the intrinsic loss always occurs due to thetheoretical thermal efficiency. This loss is unavoidable so long as a heat engine is adopted, and thus
the loss may be considered an environmental load caused directly by the prime mover. Therefore, theGuidelines have described that the fraction of the theoretical loss caused by the prime mover(thermal energy not converted to kinetic energy) should be allocated as environmental load of the
auto parts under study according to their energy consumption patterns.
However, the actual energy loss differs from the above-described theoretical energy loss. Thisdifference in the energy loss will be considered the improvable loss in the future (the loss
fraction expected to be extracted as kinetic energy in the future due to the improved
conversion efficiency by the involved auto parts) and it is allocated according to the auto parts
which directly govern the energy conversion efficiency of the prime mover.
However, the total thermal energy loss caused by the prime mover depends on the sum total of
kinetic and other energies required by the motor vehicles, and therefore, the total amount of therequired energy must be predetermined. This means that the prerequisite amount of fuel consumed
per unit travel distance (fuel consumption) should be specified. The total amount of energy needed
for the performance of the motor vehicle concerned is uniquely determined based on the mass of theentire motor vehicle, the body geometry, the energy consumption of individual on-board equipment,
tire performance, and other factors, and the amount of fuel needed to create the energy (fuelconsumption) depends on the energy conversion efficiency of the prime mover mounted in the motor
vehicle.

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(Automobile fuel consumption: Total fuel potential chemical energy required by the prime mover for
running a unit distance) (Actual energy conversion efficiency of prime mover)= (Mass-based energy: Mass of the entire automobile) +  (Electric power-based energy: Equipmentusing electric power)+  (Power-based energy: Equipment using power, Air resistance, Friction, Tire rolling resistance)(Automobile fuel consumption: Total fuel potential chemical energy required by the prime mover for
running a unit distance)
 {(Prime mover theoretical energy conversion efficiency) – (Prime mover actual energy conversion
efficiency)}= (Future improvable energy loss: Thermal energy fraction not converted to kinetic energy atpresent)
For allocation of energy loss to auto parts, the ratio of allocation must be defined. The allocation rateof environmental load to auto parts, which have functions that affect the actual energy efficiency ofthe prime mover, must be determined on the basis of what degree of influence the individual autoparts have in determining the energy efficiency of the prime mover mounted on the motor vehicle
concerned. The degree of influence may be identified by varying functions of the involved auto parts.
Thus, standardization is essential for quantifying the correlation between the functions and thedegree of influence and resultantly calculating the allocation ratio. However, it is thought to be very
difficult to standardize the correlation between the functions defined by various physical parameterssuch as mass, electric power, and workload described above and the energy loss. Then, the degree of
influence of individual auto parts is considered to be reflected in the economic values or prices.
For the burden allocated to the involved auto parts in the prime mover, the environmental load output
as loss in the prime mover during the use of automobile equipped with the auto parts should be
defined using the ratio of the prices of the auto parts to the cost price of the prime mover. Based on
this concept, the burden allocated depends on the theoretical energy efficiency, Eth, of the prime
mover in the automobile equipped with the auto parts under study (or the theoretical thermal
efficiency for the engine), the actual energy efficiency, Ere, of prime mover, the cost of manufacture,
Cen, of the prime mover, and the selling price, Ppt, of the auto parts to automobile manufacturers. Thismay be expressed as follows:(Environmental load allocated to individual auto parts which have functions affecting the energy
efficiency of the prime mover)= (Future improvable energy loss: Thermal energy not converted to kinetic energy at present)  Cen
Ppt= (Automobile fuel consumption: Total fuel potential chemical energy required by the prime moverfor running a unit distance)
 (Eth-Ere)  Cen  Ppt
For determination of energy loss for allocation, the energy conversion efficiency of the automobile
prime mover, and the cost of manufacture of the automobile prime mover acting as the denominatorof allocation ratio must be studied. It is easy to imagine that the studies are very difficult to complete.
Accordingly, JAPIA has specified the automobile fuel consumption, the prime mover energy
conversion efficiency, and the cost of manufacture of prime mover that are considered typical. The
details are included in the attached Data Sheets.
7.3.5 Calculation of environmental load intensity in the consumer use phase
The environmental load intensity of the individual auto parts under study in the consumer use phase
may be determined as the sum total of environmental load intensities based on the four (4) allocation
methods described above.
The guidelines for making decision on which calculation methods should be applied for the autoparts under study among the four methods are provided in the attached Consumer Use Phase Data
Sheets.

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8.

References*1 ISO14040 2006 Environmental management - Life cycle assessment - Principles and framework*2 ISO14001 2004 Environmental management systems - Requirements with guidance for use

First edition

Date ofrevision
May 1, 2013

Ver. 1.1

May 1, 2014

 6. Terms and definitions: Corrected definition of the term
“Electronic component.”
 7.2.2.1 Calculation in the manufacturing phase of electronic
component: Newly included description about the need forgiving consideration to the environmental load intensity
depending on the number of resistors and capacitors mounted,
and the area of printed circuit boards (PCBs).
 Some changes in the wording, etc.

Second edition

Apr. 30, 2016

 Newly included description about calculation in the consumer
use phase.
 Some changes in the wording, etc.

Revision No.

Description of revision Newly established30

The Guidelines have been developed by the Subcommittee members listed below.
Environmental Consciousness Committee

LCA Subcommittee Members (In no particular order)

Chairperson Akira Tanahashi
Denso Corporation
Members Naomasa Ikeda
Aisin Seiki Co., Ltd.
Satoshi Imaizumi Aisin Seiki Co., Ltd.
Shinichi Otani
Aisin Seiki Co., Ltd.
Tomoyuki Tsunekawa Aisin Seiki Co.,Ltd.
Yasuhiro Harada
Aisin Seiki Co., Ltd.
Minoru Hirata
Aisin Seiki Co., Ltd.
Yasumine Kanamori Akebono Brake
Industry Co., Ltd.
Tatsuya Okabe
NOK Corporation
Masayuki Kishimoto NOK Corporation
Tadayoshi Tajima Calsonic Kansei
Corporation
Tomoaki Hasegawa Calsonic Kansei
Corporation
Toshinobu Ueoka Keihin Corporation
Tsuyoshi Tomita
KYB Corporation
Yasutaka HaraKYB Corporation
Hiroshi Matsumoto KYB Corporation
Takayuki Yasuma Koito
Manufacturing Co.,Ltd.
Akihisa Yamada
Koito
Manufacturing Co.,Ltd.
Hiroyuki Ito
Sanden Holdings
Corporation
Yoshihiro Saito
Sanden Holdings
Corporation
Kazushige Watanabe Sanden Holdings
Corporation
Takeo Onuma
Sanden Holdings
Corporation
Minoru Takeda
JTEKT Corporation
Keitoku Higashiyama
JTEKT
Corporation
Tomohiro Haruta
JTEKT Corporation
Masaki Okajima
JTEKT Corporation
Shinji Okise
Stanley Electric Co.,
Ltd.

Members Hideki Kitamura

Stanley Electric Co.,Ltd.
Shotaro Suzuki
Sumitomo Wiring
Systems, Ltd.
Norio Kanbara
Sumitomo Rico
Company Ltd.
Yoshitaka Goto
Denso Corporation
Atsuhiro Hara
Denso Corporation
Yoshinori Watanabe Denso Corporation
Katsuhisa KobayashiToyo Denso Co., Ltd.
Yoshihiro Fujiwara Toyo Denso Co., Ltd.
Naoto Kato
Toyota Industries
Corporation
Makoto Murayama Toyoda Gosei Co.,Ltd.
Yasuharu Kondo
Toyota Boshoku
Corporation
Katsuhiko Hokazono Toyota Boshoku
Corporation
Hiroshi Fukawa
NSK Ltd.
Teruhisa Miyamoto NSK Ltd.
Yoshio Inoue
NGK Spark Plug Co.,Ltd.
Hidetoshi Ogawa
NGK Spark Plug Co.,Ltd.
Hisato Kashima
NGK Spark Plug Co.,Ltd.
Wataru Nagasaki
Bosch Corporation
Yukio Morita
Bosch Corporation
Atsushi Yamamoto Mikuni Corporation
Masatoshi Kishida Yazaki Corporation
Junya Korenaga
Yazaki Corporation

Secretariat Kiyonori Sekiguchi The Japan Auto Parts
Industries Association
Masatoshi Tsutsui The Japan Auto Parts
Industries Association
Natsuya Saito
The Japan Auto Parts
Industries Association

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JAPIA LCI Calculation Guidelines

Second Edition

First Edition issued on May 2013
Second Edition issued on April 2016
Published by: The Japan Auto Parts Industries Association(JAPIA)
Jidosha Buhin Kaikan 5th floor, 1-16-15 Takanawa,
Minato-ku, Tokyo 108-0074
Tel.: 03-3445-4215 Fax.: 03-3447-5372
Email: saito-natsuya@japia.or.jp
http://www.japia.or.jp/
All rights reserved. No part of this publication may be reproduced
or utilized without prior written permission.

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