2018

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

Legalotice

This document is a tentative translation by the Foundation for Promoting Personal Mobility andEcological Transportation (Eco-Mo Foundation) of “Transport and Environment in Japan 2018”, publishedin March 2018 by the Eco-Mo Foundation under the editorial supervision of the Environmental Policy
Division, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism (MLIT).
Initial translation was performed by a translation company, with necessary revisions made afterwards.
Unique terminology and phrases which cannot be understood without knowledge of the societal
background and conditions involved in the Japanese transport environment have been replaced withappropriate English expressions without being constrained by the original Japanese expressions.
However, no additional explanations or additional text has been inserted, and, wherever possible, thetentative translation is faithful to the original text.
This document is published on the Eco-Mo Foundation website (http://www.ecomo.or.jp/) and available
for download. We hope that it may serve of assistance with the implementation of transport environment
measures in the reader’s own country.

Table of Contents
evelopments Related toCurrent Status of Major
Sectornvironmental Issues in 201
nvironmental Problems of the Transport

1 Current status of global environmental problems
Current status of global warming
The nited Nations Framework Convention on Climate Change, the Kyoto Protocol, and Paris Agreement
Current status of global warming issues in apan
Current status of global warming issues in the transport sector
Column: Automobile ownership rates around the World

2 Current status of automobile gas emissions
3 Current status of waste and recycling

Measures in Response to Major nvironmental Problems of
the Transport Sector
1 Promotion of global warming countermeasures
Transport sector countermeasures
Column: De nition of the levels and the status of initiatives regarding autonomous driving
Column: Eco-tires
Column: Measures aimed at reducing amount of parcel service redeliveries
Column: Eﬀectiveness of car sharing in reducing environmental impact
Energy Saving Act-based measures
International marine and air transport sector countermeasures
Column: Emissions trading system measures

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

3 nvironmentally friendly vehicle promotion measures
4 Creation of a recycling oriented society
Creation of recyclable resource distribution systems
Creation of vehicle recycling system
FRP boat recycling

Measures by local governments, companies, citizens organizations, etc
Measures by local governments
Measures by companies in the transport sector
Measures by citizens organizations
Column: Nationwide Bus Map Summit (Bus map creation initiative by residents)
Measures by the Eco-Mo Foundation

Measures in Response to Other

nvironmental Issues

oise related measures
Automobile noise countermeasures
Rail noise countermeasures
Airplane noise countermeasures

Sea pollution countermeasures
Large scale oil spill countermeasures
Countermeasures against harmful aquatic organisms in ballast water

Ship e haust gas emissions countermeasures
Chemical substances countermeasures
Dioxin, etc. countermeasures
Endocrine distruptors countermeasures
Asbestos countermeasures
PRTR (Pollutant Release and Transfer Register) system

Ozone layer destruction prevention
lobal environmental observation and monitoring
Climate change observation and monitoring
Himawari

andSea observation and monitoring
Ozone layer observation and monitoring
Promotion of steady observation at the south pole
Column: Climate change adaptation measures of MLIT
List of Abbreviations

e elo ments Related to n ironmental ssues in 2017
There were a great deal of developments in 2017, both inside Japan and overseas, related to environmental
issues. Belows are some of the developments in global warming, automobiles and the environment.

■ lobal warming related developments
With regard to the framework for 2020 and beyond, an ad hoc working group was established atwhich was held in Durban,

outh

frica inP1 ,ovember and December, 2011, and consensus was reachedregarding the formulation by 201 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat su ciently in advance ofP21, held in late 201 . Japan decided on by the

Warming Prevention Headquarters Japan’s Intended

ationally Determined

ontribution (greenhouse gas

reduction targets, etc. for 2020 and beyond) in July 201 , and submitted it to the U F
this I D , Japan’s emissions reduction target was de ned as a 2 .0
(2 .

secretariat. Under

reduction in 20 0 compared to 201

reduction compared to 200 ) (approximately 10 .2 million tons of
P21 was held from

lobal

2).

ovember 0 to December 1 , 201 , in Paris, France.

t the conference the Parisgreement,” a new legal framework for global warming countermeasures was adopted and went into e ectonovember , 201 .

Japan decided to become a signatory to the agreement on
acceptance to the ecretary- eneral of the Unitedovember 8, 201 , and presented instruments ofations on the same day.

n May 1 , 201 , the Japanese cabinet approved thelobal Warming

ountermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
The plan clari ed the measures to be taken by individual entities and by the nation in order to reach themedium-term target of reducing emissions by 20 0 by 2

compared to 201 levels, laid out a roadmap forachieving these reduction targets, and stipulated a long-term target of reducing greenhouse gas emissions by
20 0 by 80 .
It includes comprehensive transport sector measures such as automobile and road tra c ow measures, thepromotion of public transport usage, and logistics e ciency improvements.

■Automobile and the environment related developments
ccording to Japanutomobile Dealersssociation and Japan Light Motor

ehicle and Motorcycle

ssociation,light vehicles accounted for more than half of the top 10 vehicle models sold in 201 , and hybrid vehicles or electricvehicles are increasing.

1Current Status of Major Environmental Problems of the Transport Sector

urrent Status o Ma or n ironmental Pro lems o the rans ort Sector
1
Our globe is facing severe environmental problems,

Mechanism of the greenhouse eﬀect

such as global warming and the destruction of the ozone

Moderate greenhouseeﬀect

layer. For the next generation to receive a planet in

Radiation into space

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

1

Greenhouse eﬀect
with high concentrationof greenhouse gasses

Greenhousegas
Sunlight

Current status of global warming

Infraredlight

Infraredlight

Sunlight■The mechanism behind and impact of
global warming

In order to produce energy, we burn fossil fuels suchas petroleum, coal, and natural gas, generating gasses
such as carbon dioxide (2) and releasing them into theatmosphere.
tmospheric gasses such as carbon dioxide absorb a great deal of the light from the sun, as well as infrared
radiation released from the earth’s surface. This results in a warming of the atmosphere. They act like theglass in a greenhouse, raising the earth’s temperature. These gasses, which have kept temperatures in therange suited for life on earth, are called greenhouse gasses.
However, factors such as the rise of industry have increased the amount of daily activity, producing a rapid
rise in the amount of greenhouse gasses emitted into the atmosphere. This has intensi ed the greenhousee ect, producing a commensurate increase in climate temperature. This is called global warming. The thassessment report of the Intergovernmental Panel on

limate201 , states that the average global temperature rose 0.8

hange (IP), published between 201 andbetween 1880 and 2012, and that thetemperatures of every decade of the past 0 years have been warmer than any of the preceding decades
since 18 0. Furthermore, it states that there is no doubt that the climate system is growing warmer, and that
it is highly likely that the main cause of the warming which has occurred since the mid-20th century is humanactivity.
Without measures to prevent global warming to counter the global growth in fossil fuel consumption, theconcentration of greenhouse gasses in the atmosphere will continue to rise, resulting in further global
warming. The IP

report says it is highly likely that the average global temperature at the end of the 21st

century will have risen by 0. to .8 , and that the average sea level will have risen by 0.2 to 0.82m.

isks

resulting from the climate change include droughts, ooding, rainfall changes, food shortages, negative impacts
on health, and reductions in biodiversity.

21 Current status of global environmental problems

Forecast of increase in average global surface temperature
RCP8.5: Unrestrained CO2 andother emissions resulting in large
temperature increase
Past period
model results

Largest amount of
global warming
Avg. for 2081
to 2100* Shaded area
indicates
degree ofSmallest
amount ofglobal warming* RCP2.6: Little temperature increaseas the result of constrained emissionsof CO2, etc.

Fig. Change in average annual ground temperature(Diﬀerence versus 1986 to 2005 average)
2081 to 2100 RCP2.6 and RCP8.5 scenario CMIP 5 multiple model
average distribution diagram(IPCC AR5 WG I SPM Fig. SPM. P.20, lines 21 to 22)
The north pole area will warm faster than the global average, and theaverage increase in tempertature will be greater for land areas than sea areas.
(IPCC AR5 WG I SPM Fig. SPM. P.20, lines 21 to 22)

Fig. Change in average global ground temperature
between 1986 and 2005
CMIP5 simulated timeline based on multiple models (1950 to 2100)
Source: Figure: IPCC AR5 WG I SPM Fig. SPM.7(a)Source Ministry ofnvironment (MO ) Overview of IPCC

th assessment (Tentative Translated byco-Mo Foundation)■Impact of individual greenhouse gasses on global warming

In addition to carbon dioxide, greenhouse gasses which cause global warming include methane, dinitrogenmonoxide, and chlorofluorocarbon.

ccording to the IP, the greenhouse effects per unit of volume of

methane, dinitrogen monoxide, and chloro uorocarbon, etc., are far stronger than those of carbon dioxide, but
the amount of carbon dioxide being emitted is tremendous, so carbon dioxide emissions worldwide since theindustrial revolution account for roughly 0of all greenhouse gas contributions to global warming.

For Japan, in 201 carbon dioxide accounted forof all greenhouse gas contributions to global warming,an extremely high gure.
reenhouse gasgas
and andglobalwarming
potential(100 year
period)(1) period）（*1）
Greenhouseglobalwarming
potential（100
year
CarbondioxideMethaneDinitrogenmonoxide

HFC（*2）

PFC（*3）

SF6

1

25

298

1,430

9,300

22,800Global warming potential（100 year cumulative period）*1: Global warming potential*2: HFC*3: PFC

Warming eﬀect of greenhouse gasses over a 100 year period(using carbon dioxide as a baseline with a value of 1)
Calculated for HFC-134a, a typical HFC used as a coolant
Calculated for PFC-5-1-14, a typical PFC used in rectiﬁers

Contributions to global warming by greenhousegasses emitted due to human activity since theindustrial revolution
Chloroﬂuorocarbon
alternatives which do not
destroy the ozone layer,etc.
(HFCs, PFCs, SF₆)

Chloroﬂuorocarbons
which destroy theozone layer(CFCs and HCFCs)
and
halon

14%

0.5% or less

Source: IPCC（2007）

Contributions to global warming by greenhousegasses emitted by apan(for 201 )dro uorocar ons（
initrogenmonoxide（N2O）1.6%
Methane（S）

3.0%

Per uorocar ons（P

0.2%

6%

Methane (CH₄)

20%

Sul ur hexa uoride（S 6）

0.2%

4）

Nitrogen tri uoride（N 3）

2.4%

Dinitrogenmonoxide
(N₂O)

S）

0.04%

Carbon dioxide
(CO₂)

60%

ar on dioxide（ O2

92.7%

Source IPCC

th assessment reportst working groupmaterials ()

SourceIO

reenhouseas Inventory

Current Status of Major Environmental Problems of the Transport Sector■Trends in concentration of carbon dio ide in the atmosphere

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

plant photosynthesis. The amount of change also depends on the location, due to di erences in local vegetation,
etc.
The concentration of carbon dioxide in the atmosphere remained roughly stable at 280ppm (ppm: parts per
million) before the industrial revolution in the latter 18th century, but the rapid increase in manufacturing andproduction activities following the industrial revolution has been accompanied by an increase in the carbon
dioxide concentration.

ccording to World Data

concentration in 201

wasentre forreen houseases (WD) the carbon dioxide00.0ppm, significantly higher than the concentration before the industrial

revolution.

Carbon dioxide concentration（ppm）

Change in carbon dioxide concentration at typical global observation points
Mauna Loa（Hawaii）
a na oa（ a aii）
Ryori（Japan）
ori（ a an）
South Pole
So t
ole

year
ear
Source Japan Meteorological Agency (JMA) Climate Change Monitoring Report■Carbon dio ide emission volume by country
In 201 ,arbon dioxide emission volume by country is as follows:.8 , followed by Japan at .

1.3%

ndonesia 1.3%
Mexico 1.4%
ra il 1.5%
anada 1.6%
South

, U. . 1 .8 , India .2 ,

ussia

22.8%

hina

28.3%

lo al a erage
O2 emissions
33.0 illion tons

ong

ong
raine
tal
hilie
rance
Mexicohailandra il
ndonesiaPeru
ndia
ietnamPhili ines

S

a an
Russia

4.8%

ndia

Per capita carbon dioxide emission volume bycountry (2014)
runei
S
ustralia
anadaSouth orea
Russiaaiwan
Singa ore
a an
erman
Mala sia
New ealand
hina

Other

3.6%

hina 28.

. In terms of per capita emissions by country, Japan is number .

Share of carbon dioxide emission volume bycountry (2014)
runei 0.02%
New ealand 0.1%
ong ong 0.1%
Peru 0.1%
Singa ore 0.2%
hilie 0.3%
Phili ines 0.3%
ietnam 0.4%
Mala sia 0.7%
raina 0.7%
hailand 0.8%
aiwan 0.8%
rance 0.9%
tal 0.9%
ustralia 1.1%

(Tentative Translated by co-Mo
Foundation)

15.8%

6.2%

erman 2.1%
orea 1.8%

2.39
1.72
1.68
1.58
1.58
0.983

5.36
5.06
4.67
4.31
3.74
3.66

0

5

7.9
7.05
6.85
6.47
6.43

11.5
11.0
11.0
10.4
9.45
8.74

10

15.3
14.6

16.4

15

20
t O2

SourceMCandbook of

nergy

18.1

conomic Statistics in Japanerson

1 Current status of global environmental problems

2

The nited ations ramework Convention on Climate Change, theyoto Protocol, and Paris Agreement

■

U F

CCC

was formulated with the objective of stabili ing greenhouse gas concentrations at a level thatwould prevent dangerous anthropogenic interference with the climate system. It was adopted in May 1
and after being signed by the heads of states at the June 1
and Development (held inUnion (EU) and 1■The

2 United

io de Janeiro), it went into e ect in March 1

ations.

onference on Environments of January 201 the European

countries, including Japan, are signatories.

yoto Protocol

In December 1P

was held in

objectives was adopted. The

yoto, and theyoto Protocol for achieving the convention’s

yoto Protocol speci es the percentage by which average annual greenhouse gas

emissions by developed countries are to be reduced compared to a reference year (in principle 10) during

the period from 2008 to 2012 (the rst commitment period). Japan was to have reduced emissions by
U. . by, and the EU by 8 .

rati cation by2,o binding targets were set for developing countries. The

ussia satis ed the, theovember 200

yoto Protocol’s requirements for coming into force, and the treaty became

e ective on February 1 , 200 . The U. . did not ratify theyoto Protocol. The rst commitment period of theyoto Protocol, which went into effect in 2008, ended in 2012. While official adoption will first require
screening by the U. , Japan met its greenhouse gas emissions reduction target.

■Paris Agreement

With regard to the framework for 2020 and beyond, an ad hoc working group was established atwhich was held in Durban,

outh

frica inP1 ,ovember and December, 2011, and consensus was reachedregarding the formulation by 201 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat su ciently in advance ofP21, held in late 201 . Japan decided on by thelobal

Warming Prevention Headquarters Japan’s I D(greenhouse gas reduction targets, etc. for 2020 and beyond)in July 201 , and submitted it to the U F

secretariat. Under this I D , Japan’s emissions reduction

target was defined as a 2 .0

reduction in 20 0 compared to 201(approximately 10 .2 million tons of
P21 was held from(2 .

reduction compared to 200 )2).

ovember 0 to December 1 , 201 , in Paris, France.

t the conference the Parisgreement,” a new legal framework for global warming countermeasures, was adopted and went into e ectonovember , 201 .

Japan decided to become a signatory to the agreement on
acceptance to the ecretary- eneral of the Unitedovember 8, 201 , and presented instruments ofations on the same day.

Current Status of Major Environmental Problems of the Transport Sector

The results of theovember 201

P2 are shown below.

The 2 rd session of the onference of the Parties to the United ations Framework onvention on limate hange (P2 )The 1 th session of the onference of the Parties erving as the Meeting of the Parties to the yoto Protocol ( MP1 )The 2nd part of the 1st session of the onference of the Parties serving as the Meeting of the Parties to the Paris greement ( M 1-2)
ovember 20, 201
The 2 rd session of the(onference of the Parties to the UnitedP 2 ), the 1 th session of the( MP1 ) and the 2nd part of the 1st session of thethe Paris

ations Framework

onvention on

limateonference of the Parties serving as the Meeting of the Parties to thegreement ( M 1-2) took place fromhange

yoto Protocol

onference of the Parties serving as the Meeting of the Parties toovember

to 1 in Bonn,ermany, chaired by Fiji. Mr. Masaharu

akagawa, Minister of the Environment, and officials from relevant Ministries participated in the conference.
They include the Ministry of Foreign

ffairs, the Ministry of Economy, Trade and Industry, the Ministry of theEnvironment, the Ministry of Finance, the Ministry of Education,

ulture, ports, cience and Technology, Ministry ofgriculture, Forestry and Fisheries and the Ministry of Land, Infrastructure, Transport and Tourism.
1.

verview of the conference(1) The relevant implementation guidelines of the Parisgreement

Japan put forward technical proposals on the relevant implementation guidelines of the Parisgreement(hereinafter referred to as the guidelines ) including on nationally determined contributions ( D s),transparency framework and market mechanisms.
of the Parisome developing countries argued that implementation

greement should be differentiated between developed and developing countries and pushed

for broadening the scope of the guidelines. Developed countries opposed to these arguments, and Japanemphasi ed that the guidelines should promote all countries efforts on climate change and should not bebifurcated.
The outlines/elements of the guidelines were developed at this conference in order to accelerate the technicalwork towards adoption of the guidelines in 2018. The contents of each outline/element varied depending on
the maturity of work under each agenda.
(2) Talanoa Dialogue
The consultations on the design of Facilitative Dialogue in 2018 (hereinafter Talanoa Dialogue
convened by Fiji, thedesign at thenote ) were

P Presidency. Japan supported Fiji s e ort and contributed to the completion of its

P2 , aiming to design it as a forward-looking opportunity for communication or update ofD s by 2020.
note
In Talanoa Dialogue, stocktaking of the collective progress on mitigation e ort of Parties will be convened.
Talanoa is a traditional approach used in Fiji and the Paci c to engage in an inclusive, participatory andtransparent dialogue, which will be used for Facilitative Dialogue in 2018 by the( )ccelerating
Ministerlobal

limateP Presidency s proposal.

ctionsakagawa met with his counterparts including

anada,

hina, Fiji (P2 Presidency), the Unitedtates and EU and stressed the needs to come together and send a strong message to the international society
for combatting global warming.
Throughout theP2 , theovernment of Japan set up Japan Pavilion, where it held some events tointroduce and discuss the efforts on climate change taken by theovernment and various institutions,organi ations and researchers. The Japan Pavilion showcased Japan s contributions to climate change
measures such as Japan s
Developing

ountries 201

from Innovation forssistance Initiatives to address
released on

ctober 0th and theool Earth Forum (I EF).

limatehange

esponding toeeds of theoadmaps on innovative technologies released

1 Current status of global environmental problems( ) peech by Minister
Ministerakagawa at the high-level segment

akagawa stated that Japan would contribute to progress of the negotiation at the

adoption of the relative guidelines of the Parisgreement at theP2 towards

P2 and support Fiji s e ort in designingof Talanoa Dialogue. He also introduced the Japan s domestic and international actions as well as theassistance for the non-state actors actions, and expressed intention to invite theIP

to Japan. Furthermore, Minister

Transparency for

akagawa referred to the establishment of Partnership to trengthen

o-Innovation to enhance transparency of various actors e orts addressing climate change

and the provision of

00 million to theapacity-Building Initiative for Transparency ( BIT) as part of theinitiative, and promotion of climate actions by the launch of( )th plenary session of theHbserving atellite IBU I-2 (T-2).

limate Financeountries reaffirmed the continued progress of developed country Parties towards reaching the goal of
jointly mobili ing U D 100 billion annually by 2020.
towards the decision on thedecisions to be taken at

egarding thedaptation Fund, the discussion took place

daptation Fund serving the Parisgreement, subject to and consistent with

M 1- (December 2018). It was decided that the identi cation of the information

to be provided by Parties in accordance with

rticle , paragraph , of the Parisgreement would be takenover by the BI ( ubsidiary Body for Implementation) from 2018.
( ) Market mechanisms
Japan held the th J M Partner
Joint

ountries Meeting where representatives of 1 partner countries of therediting Mechanism (J M) gathered to welcome the progress of the J M and share the view to support

further formulation and implementation of J M projects. Furthermore, Japan held a side event on Ministerial
Declaration on

arbon Markets at the Japan Pavilion.

upito William io, Minister for Paci c Peoples fromand former Minister of Foreign

airs from

Minister for the Environment and Water

mong the signatories of the declaration, Honarable

ew ealand and Honarable t phane Dion,mbassadoranada participated in the event. Honarable Masagos

ulki i,esources from ingapore also attended and expressed to join the

declaration.
( )

thers
t the beginning of the conference, some developing countries proposed to address pre-2020 implementation
and ambition. Japan promoted its steady implementation including actions towards achieving its

H

reduction target in 2020 and support to developing countries, and emphasi ed that advancing the practicalactions is important. The decision on this matter includes convening stocktakes of all Parties pre-2020
implementation and ambition in 2018 (TheP2 ) and 201 (P2 ).

P/ MP decisions related to the following issues were also adopted: the Warsaw International

Mechanism on loss and damage, gender and climate change, the local communities and indigenous peoples
platform, and programme budget for the biennium 2018-201 . The decision towards the concrete work on
agriculture was rst adopted, taking into consideration the safeguarding food security.
(8)

thers
The

2.

P 2 will be convened in December 2018 inatowice, Poland.

ssessment
Japan participated in theP2 with three main objectives: (i) furthering discussions on the guidelines of the Parisgreement, (ii) completion of the design of Talanoa Dialogue and (iii) promoting Japan s contribution on climatechange. The three objectives were largely achieved in various aspects of the outcomes of the conference. Japansupported Fiji, theP2 Presidency, on both negotiation and promotion of global climate actions.

It should be noted, however, that some developing countries pushed for reopening the Parisgreement. They

maintained their pre-Paris positions that only developed countries were required to take actions, taking advantageof the ambiguous interpretations of the Parisgreement, and also argued to treat all agenda equally on the time

allocation and the format of outcome of the session. ince there are clear di erences between views of developed
and developing countries, the challenge will remain in nding a way to develop the guidelines constructively while
maintaining the mandate of the Parisgreement.
Source Ministry of Foreign A airs of Japan website

Current Status of Major Environmental Problems of the Transport Sector

Current status of global warming issues in
Current status of carbon dio ide emissions in

apan

apan

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

■Trends in carbon dio ide emissions in

apan

In 201 Japan emitted approximately 1,22 million tons of carbon dioxide, roughly .0

10. The per capita emissions volume in 201 was approximately .

more than it did in

tons.

Trends in carbon dioxide emissions in apan

9.82 9.91

9.98 9.94

O2 emissions olume（ ar gra h million tons oO2 ）9.36 9.39 9.44 9.36

emissions（total

9.64

emissions）

10.17 10.19 10.17 10.23 10.06

9.90 10.05 9.89

10.32

10.17 10.31

9.89

9.66

9.95

9.66 10

9.49
9.10

1,400

1,230

1,244 1,257 1,255

1,220

1,255

1,276 1,259

1,296 1,301 1,300 1,308 1,287

1,322
1,264

1,237

1,200 1,157 1,166 1,176 1,169

1,298 1,314

1,215

1,267

1,227 8

1,165

6

1,000

0

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

Per ca ita O2 emissions olume（line gra h tons oO2 erson）

Per ca ita

1,600

0

（ ear）

Source■Ratio of carbon dio ide emissions in
The industrial sector accounts for.

IO

reenhouseas Inventory

apan by sectorof Japan’s carbon dioxide emissions, the transport sector for 1 .

business and other sectors account for 21.

, and the home sector accounts for 1 .

.

Amount of carbon dioxide emissions in apan (by sector) 201
Other（ griculture etc ） 0.3%aste（ ncineration o waste lastic waste oil ets ） 2.4%
ndustorial rocess and nished goods usage 3.8%

nerg con ersion sector（Power lants etc ）6.5%
ome
sector14.6%
usiness and other sectors（ ommerce ser ices ondustrial sector（Plants etc ）ces etc ）

21.6%

33.5%

rans ort
sector（ utomo iles etc ）17.4%

emissions in 201
1,22

Source8

Total carbon dio ide

IO

million tons

reenhouseas Inventory,1 Current status of global environmental problems

nergy consumption in

apan

The rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of the maincauses of global warming. lobal warming is inextricably linked to energy consumption.

■ inal energy consumption in

apanJapan’s energy consumption grew faster than its

lasted into the 1

DP during the period of rapid economic growth which

0s. However, the two times oil crises in the 1

0s led to increased e orts to reduce energy

consumption by the manufacturing sector, and the development of energy saving products. These e orts
made it possible to restrain energy consumption while still achieving economic growth. Throughout the 10s

crude oil prices remained at a low level but energy consumption of the home sector and the business sector
increase. The price of crude oil began rising again in the 2000s, and energy consumption peak has been fallingsince peaking in 200 .In 2010 the economic recovery, together with temperature conditions, produced a major
increase in nal energy consumption. In 2011 the focus on energy conservation following thereat East Japan

Earthquake brought about another decline in nal energy consumption. In 201 , the real

DP increased by1.

to 201 , however, due to the cool summer and warm winter in the previous year as well progress inenergy conservation, the nal energy consumption decreased by 1.
Looking at energy consumption trends from 1.

to 201 , energy consumption for the company andbusiness sector grew 1.0-fold (0.8-fold for the industrial sector and 2. -fold for the business and other sectors),
and 1. -fold for the home sector ,1. -fold for the transport sector.

ince the oil crises, the company andbusiness sector, while experiencing economic growth led primarily by manufacturing, has seen minimal
increase in energy consumption thanks to the implementation of energy saving measures.

n the other hand,

the home sector and the transport sector has seen greatly increase in energy consumption because of the
spread of energy equipment and automobile.

s a result, while the company and business establishment, thehome, and transport sectors accounted, respectively, for1, in 201 these ratios had changed to

.

.

, 8.

, 1 .8 , and 22.

, and 1 .
respectively.

■ ependence on petroleum for energy consumed in

apanJapan’s supply of petroleum as a primary energy source fell as theresult of petroleum replacement policies and energy saving measures
implemented in response to the oil crises, but began rising from the late
1 80s due to falling crude oil prices. From the mid-1

of total energy consumption in

0s onwards thedevelopment of alternative energy sources, etc. caused petroleum use to

Crude oil imports by supplying
country (201 )a a hstan 0.8%

olom ia 0.8%

1.6%
ndonesia 2.2%
ran 5.0%
raiigata Prefecture,Japanrelied on foreign imports forcoming.

of its crude oil, with over 80

Soudi

uwait

ra ia

33.8%

Russiakita Prefecture, andHokkaido. Because of this low level of self-su ciency, in 201

Other 2.8%

7.8%

of the crude self-su ciency raito. Japan’smajor oil elds are located in

cuador 0.7%

Mala sia 0.6%

Mexico 1.5%

decline.
In 201 Japan supplied 0.

ietnam 0.7%

8.1%
atar

8.4%

25.3%

from the Middle East. Japan is far more dependent on the Middle Eastfor its oil than other countries
Middle East for 20.2

in 201the U. . depended on theof its crude oil, and European

depended on the Middle East for 18.

E D countriesof their crude oil. In 201

audi

rabia was Japan’s largest supplier of crude oil, supplying.8 ,followed by the U E (2 .

),atar (8.

), andSource M TI
earbook of Mineral
Resources and Petroleum Products
Statistics (Tentative Translated byco-Mo Foundation)

ussia (8.1 ).

( ource: METI Energy White Paper 201 ” (Tentative Translated by Eco-Mo Foundation))

Current Status of Major Environmental Problems of the Transport Sector

4

Current status of global warming issues in the transport sector

Current status of carbon dio ide emissions by the transport sector■Trends in carbon dio ide emissions by the transport sector
From 1

0 to 1the amount of carbon dioxide emitted by the transport sector rose by 22.

in emissions then slowed, and began falling from 2001 onwards. In 201
emissions was approximately 21 million tons, .

more than in 1

, but the rise

the amount of carbon dioxide0.

Trends in carbon dioxide emissions by the transport sector
ar on dioxide emissions（million tons O2）

300

253

22.6%

250

2.4%

259

7.4%

240

6.3%

225

206
200
Pri ate
cars

150

50

ruc

1990

1991 1992 1993

13.8%

213

9.3%
3.1%

11.9%

Other
trans ort

100

0

41.9%

10.8%

2.0%

2.5%

8.0%

7.1%

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004

Other trans ort

2005 2006 2007

8.0%

5.6%

3.8%

10.7%

1.5%

2008 20092010 2011 2012 2013 20142015

usses taxies rail shi s air lanes

Source MLIT website (Tentative Translated byarbon dioxide emissions from automobiles accounts for 8 .1
by the transport sector.

5.0%

.

co-Mo Foundation)of total carbon dioxide emissions producedof these carbon dioxide emissions are produced by private cars.

■Carbon dio ide emission rates by the transport sector

omparing passenger transport carbon dioxide emission rates (the amount of carbon dioxide emitted intransporting a person for 1km), private cars emit .0 times more carbon dioxide than rail transport. Therefore
in order to reduce carbon dioxide emissions, the use of public transport, which has smaller carbon dioxide
emission rates than private vehicles, need to be promoted.
For freight transport carbon dioxide emission rates (the amount of carbon dioxide emitted in transporting
one ton of freight for 1km), private trucks emit 2 times more carbon dioxide than trains, 1 times more thanships, andtimes more than commercial truck. There need to be a modal shift, moving to e cient use ofcommercial truck, ships, and trains, improving distribution e ciency.

10

1 Current status of global environmental problems

Amount of carbon dioxide emissions from the transport sector (by means of transport) 201

Railwaaxi 1.4%

us 2.0%4.3%

iation 4.6%

Shi

ing 4.9%
Pri ateruc s

Passenger cars

46.9%

17.0%
ommercial
ruc s

18.7%

Source MLIT website (Tentative Translated byco-Mo Foundation)

Carbon dioxide emission rates by passenger transport mode (201 )Passenger cars

145

Passenger cars
iation145
96

iation
us

96
66

us
RailwaRailwa

66
20
20
25

0
0

25

50

75

100

150

175

200

50

- O2
75

erson
100

ilometer
125
150

125

175

200

- O2

erson

ilometer

Carbon dioxide emission rates by freight transport mode (201 )Pri ate ruc s

1209

Pri ate ruc s
ommercial ruc s

1209
227

ommercial ruc s
Shi ing

39

Shi ing
Railwa39
23

Railwa

227

0
0

23

200

400

600

200

400

800

1000

1200

1400

- O2 ton600

ilometer
800
1000

1200

1400

- O2 tonilometer

Source MLIT website (Tentative Translated by

11

co-Mo Foundation)

Current Status of Major Environmental Problems of the Transport Sector

Modal shares of domestic passenger transport (per person per kilometer), 201

ire

axi 1.1%

ire

axi 1.1%

iation

15.0%
usses

11.1%

iation15.0%

a an Railwa
R

45.9%

usses

11.1Pri% ate railwa s
26.9%

a an Railwa
R

45.9%

Pri ate railwa s

26.9%

he air transport volume percentage is the total of both regular and irregular service
he hire ta i percentage includes both light motor and truciation（domestic route）0.3%
Railwa 5.3%
Modal shares of domestic freight transport (per ton per kilometer), 201
iation（domestic route）0.3%

omestic
shi ing

Railwa5.3%

ommercialtruc s

44.3%

43.2%

omestic
shi ingommercialtruc s

44.3%

43.2%

Pri ate truc s 6.9%

Pri ate truc s 6.9%
The air transport percentage is the total of both regular and irregular service, and includes e cess luggage and postal
mail.
The total of subtotals for individual transport modes and the total for transport modes may not be identical due torounding.
Source MLIT

hite Paper on Land, Infrastructure, Transport and Tourism in Japan

12(Tentative Translated by coMo Foundation)

1 Current status of global environmental problems

nergy consumption by the transport sector

Within the transport sector, automobiles account for the largest amount of energy consumption, roughly 8of the sector’s total energy consumption. The majority of this is energy consumption is by cars and trucks. In
terms of consumption by oil type, gasoline and diesel oil account for 8of the transport sector total.

ver the past few years automobile fuel efficiency improvements and increased shift from in-house or
private operation to commercial truck operation has brought about a reduction in carbon dioxide emissions by
the transport sector. Emissions in 201 were 21 million tons.
Efforts must continue to be made to achieve further reductions in the amount of energy consumed byautomobiles.
Automobile ownership trends
Million ehicles
90
80

Other
Omni us
S ecial ehicle
Motorc cle

70
60
50

ruc

40
30
Passenger car

20
10
0

19

ear
19 9

1972

197

1978 1981

1984

1987

1990

199

199

1999

2002

200

2008

2011

2014

2017

Passenger vehicles include mini-vehicles.
Number of vehicles as of the end of March of each year.
Source Automobile Inspection

Registration Information Association website (Tentative Translated by1

co-Mo Foundation)

Current Status of Major Environmental Problems of the Transport Sector

ColumnAutomobile ownership rates around theorld

In terms of automobile ownership per thousand people, the U. . has the world’s highest automobiles
ownership rate, at

0 automobiles per thousand people.

utomobile ownership rates are low for

developing countries. In recent years developing countries such ashina and India have experienced

dramatic upswells in automobile ownership led by their rapid economic growth. The number of cars
owned per thousand people grew by .0
by 1 .

.

globally in 201 , but inhina it grew by 1 .

, and in India

utomobiles ownership in these countries, with their enormous populations, is predicted tohave some impact on global warming, and is an area where attention is being increasingly focused.
Automobile ownership rates in individual countries 2014
（automo iles ownershi

900

er 1 000 ersons）

600

SourceMCandbook of

1

nergy

conomic Statistics in Japan

orld

ietnam

ndia

ines
Phili

ong

ndonesia

ong

hina

Peru

Singa ore

ra il

raine

hailandhilie

Mexicoaiwan

Russia

orea
South

rance

a an

anada

runei

tar

erman

ustralia

Mala sia

New

S

0

ealand300

2 Current status of automobile gas emissions

2
oad tra c related environmental problems involving the transport sector include atmospheric pollution
produced by suspended particulate matter ( PM) and nitrogen oxides (emitted from automobiles.

x) such as nitrogen dioxide (2)

x is not only a cause of acid rain and photochemical smog, but also has negative

health e ects (on respiratory organs). PM is also said to harm respiratory organs by adhering to the lungs
and bronchi.
In recent years all air pollution monitoring stations have met 201 air quality standards achievement
rates for2,

with 100

achievement rates for ten consecutive years since 200 .

gas monitoring stations have seen a slight decline in target achievement, at
automobile exhaust gas monitoring stations in areas implementing
achievement rate wasFor.

utomobile.

compared to 201 . For
x/PM.

for air pollution monitoring

for automobile exhaust gas monitoring stations. These have remained almost the samelevel, for both types of stations, in comparison to 201 (air pollution monitoring station:
exhaust gas monitoring station: 100 ).
implementing.

ct measures the.

PMs, nationwide air quality standards achievement rates were

stations and.8

utomobile exhaust

utomobilex/PM

PM 201.

, automobile

air quality standards achievement rates for areas

ct measures were 100

for both air pollution monitoring stations andfor automobile exhaust gas monitoring stations, have remained almost the same level.

1

ir pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
( ationwide: 1, 1 stations)2

utomobile exhaust gas monitoring station:
Monitoring stations performing regular monitoring of atmospheric pollution conditions near intersections,roads, and road edges in which emissions from automobiles are believed to be sources of air pollution.
( ationwide: 1 stations)1Current Status of Major Environmental Problems of the Transport Sector

NO2 air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (200 to 201 )（ utomo ile exhaust gas monitoring stations）

100

80

80

（ %
）
chie ement rate

（ %）chie ement rate

（ ir ollution monitoring stations）

100

60
40
20
0 2006 2007 2008 200

chie ement
100rate
No o e ecti e441
stations
No o achie ing
441
stations

60
40
20
0 2006 2007 2008 200

2010 2011 2012 2013 2014 2015
100 100 100 100 100 100 100 100 100
436 436 438 411 425 418 411 413 407
436 436 438 411 425 418 411 413 407

chie ement
83 7
rate
No o e ecti e227
stations
No o achie ing
1 0
stations

Source MO

06
224
203

20
225
207

2
226
210

2010 2011 2012 2013 2014 2015
57
1
86
86
1
5
207 21
216 218 216 217
1 8 217 213 215 214 216

website (Tentative Translated byco-Mo Foundation)

SPM air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (200 to 201 )（ utomo ile exhaust gas monitoring stations）

100

80

80

（ %
）
chie ement rate

（ %）chie ement rate

（ ir ollution monitoring stations）

100

60
40
20
0 2006 2007 2008 200

chie ementrate
No o e ecti estations
No o achie ing
stations

67
448
433

32
443
413

8 100
440 43
43
43

60
40
20
0 2006 2007 2008 200

2010 2011 2012 2013 2014 2015
100 72 7 10064
8 100
415 42421 415 415 413
415 312 421 400 414 413

chie ementrate
No o e ecti estations
No o achie ing
stations

Source MO

1

21
215
1 8

25
212
1 6

5 100
213 214212 2142010 2011 2012 2013 2014 20155
0 75 6 100
2 3 100
1 7 20207 20208 2101 5 158 207 1 3 208 20

website (Tentative Translated byco-Mo Foundation)

Current status of waste and recycling

3
Trends in general waste volume

Total waste volume and per capita daily waste volume fell slightly after the second oil crisis in 1
began rising rapidly from roughly 1 8 . From 1

0 they leveled ofrom 2001. In 201 the total amount of waste was, butor increased slightly, but began falling. 8 million tons. The total amount of recycled waste in

201 was .00 million tons. The ratio of total waste which was recycled has grown tremendously, from .
1

0 to 20.

inin 201 .

1,131
55
52.72

Per ca ita dail waste

1,115

Per ca ita dail waste（including oreigners）

1,089

50.82

994

45

2006

2007

976

976

979

972

45.36

45.43

964
45.23

958
44.87

2010

2011

2012

2013

48.11
46.25

2005

1,100

1,033

52.02

50

40

1,200

otal waste olume

Per ca ita dail waste olume（grams

otal waste olume（million tons

ear）

60

erson da ）Total waste volume and per capita daily waste volume

2008

2009

Source MO

963

1,000
954

947
44.32

939
43.98

2014

2015（ ear）

website (Tentative Translated by

900

800

co-Mo Foundation)

Trends in industrial waste volume

The amount of industrial waste produced has stayed roughly at the same level since the 1

0s atapproximately 00 million tons.

otal industrial waste olume（million tons）

Industrial waste volume
450
426
400 394

405

415

408

400 406 400

422 418 419
412 417393

404

390 386 381 379 385

393 391

350

300

250

200

1995 1996 （1996） 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
（ ear）
Note: aste discharge volume estimation methods ere partially revised in. aste volume fromon ards is
calculated based on the same conditions as the aste reduction target volume (established in eptember 2 200 ) .
: overnment set value based on he io in ountermeasures Basic olicy ( inisterial eeting on io in olicy decision).

Source MO1website (Tentative Translated byco-Mo Foundation)

Current Status of Major Environmental Problems of the Transport Sector

Remaining lifespans and remaining capacities of general and industrial waste
ﬁnal disposal sites
s of the end of 201 there were 1,

general waste nal disposal sites in Japan with a remaining capacityof 10 .0 million m . The average remaining lifespan was 20. years. The remaining capacity is shrinking, andthe remaining lifespan is decreasing.
The remaining capacity of industrial waste nal disposal sites as of the end of 201 was 1.

.0 million m ,million m less than the previous year. The average nationwide remaining lifespan is 1 .0 years. light

improvements are being made, but the remaining lifespan in the Tokyo area is . years, and remaining
capacities are particularly low for major metropolitan areas.
Remaining lifespans and remaining capacities of nal disposal sites (general waste)
Remaining ca acit
Remaining li es an

250

19.3

18.7

18.9

20.4

20.1

19.3

200
150

21

15.7

15.6

14.8

18.0

19.7

14

133

130

122

122

116

114

112

111

100

107

106

104

7

Remaining li es an（ ears）

Remaining ca acit （million

）

300

50
0

2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
3
Note: Of the remaining capacity revised through aerial measurements, etc., in 2005, the increase (7,737,000m) have been added
to the data for 2004 and earlier, and the remaining capacities and remaining lifespans for each year have been recalculated.
Because of this, the ﬁgures diﬀer from those announced in 2004.

Source MO

website (Tentative Translated by0（ ear）

co-Mo Foundation)

Remaining lifespans and remaining capacities of nal disposal sites (industrial waste)
17

400
16.0

350

Remaining ca acit
Remaining li es an

14.9
13.9
13.2

14
13

13.6

12
11

250

10

10.6
200
7.2

150

7.7

8.2

9
8

8.5

7
6

6.1
100
50

15

3.0

3.1

3.1

3.3

3.7

3.9

4.3

5
4

4.5

3

Remaining li es an（ ears））

300

Remaining ca acit （million

14.7

16

2
1

0

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

Source MO

18

2006

2007

2008

2009

2010

2011

website (Tentative Translated by

2012

2013

0

2014 （ ear）

co-Mo Foundation)

Current status of waste and recycling

Trends in number of incidents of illegal dumping, etc , and amount dumped

1 1 incidents of illegal dumping of industrial waste, a total of 2 ,000 tons of waste, were discovered in 201 ,along with 1 2 incidents of improper disposal (,000 tons).

ewly discovered cases of illegal dumping

decreased considerably and steady results are being observed.

egarding improper disposal, new incidents

were discovered in 201

thus, elimination thereof has not yet been achieved.

Number of incidents of illegal dumping of industrial waste and amount dumped
1,400

1,400

1,150

1,027

1,200

1,000

934
894

855
800

800

745
679

673

719

600

Gifu City incident

444

408

400

424

433

558

Tado-cho,
Kuwana City
incident

411

403

Numazu City
incident

318
219

308

Chiba City
incident

242
172

11

131
178

207
120

58

382

204

200

0

600

554

567

279

Hino-cho,
Shiga Prefecture
incident

216

203

147

192

187

159

165

29

19 143
29

102
144

57

62
48

400

Koka City,
Shiga Prefecture
incident

14

53

44

200

166
131
27

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016
（ ear）

Source MO

1mount dum ed（1 000 tons）

1,049

1,000
Num er o dum ing incidents

mount dum ed
Num er o incidents

1,197

1,200

website (Tentative Translated by0co-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

Measures in Res onse to Ma or n ironmental Pro lems o the rans ort Sector
1
1Transport sector countermeasures

The amount of carbon dioxide emitted by the transport sector in 201 was .
emitted in 1

greater than the amount0, but emissions volume has been decreasing since 2001. In order to ensure that this decrease

continues steadily, the MLIT is promoting comprehensive measures such as automobile and road traffic
measures, logistics e ciency improvements, and promoting the use of public transport.

lobal warming countermeasures of MLIT
rans ort Sector
ro otion o ne t enerationve i lesbrid a to obiles et
e lator revie in relation to elell ve i lesro ote disse ination oe olo i al drivin et

Develoent o rade se arated
interse tions rin re ords andarterial road net orDevelo bi
le riendl environ ents
ro otion o TS et

Measures or indi idual
ehiclesn ironmental considerationin dri ing

Measures or trac ow

ehicle and road tra c measures

Other

nhancing energ
e cienc
in railroads
shi ing anda iation

reate trans ort s stems
with minimal en ironmental im act

O timi ing
logistics

Strea line tr
trans ort
odal s i t to rail a s and s i in
ed e overland trans ort distan e ointernationall s i ed ontainer ar oro ote ener
onservation in t e ort area introd tiono t e a ilitation and tili ation o rene able ener

Source MLIT

Promoting the use
o u lictrans ort

rove t e onvenien eo rail a and b s sa ero ote e olo i alotinhite Paper on Land, Infrastructure, Transport and Tourism in Japan(Tentative
Translated by co-Mo Foundation)20

1 Promotion of global warming countermeasures

Promotion of individual automobile measures

The automobile sector accounts for a large share of the energy consumed by the transport sector, so
individual automobile measures have been implemented, including further improving fuel e ciency throughthe world’s leading fuel e ciency technologies and measures to promote the use of automobiles with superiorfuel e ciency and the use of clean energy vehicles.

■ uel efficiency improvements through Top Runner Standards
The Energy aving

ct and fuel e ciency standards (Topunner tandards)

Improving automobile fuel efficiency is extremely important to reduce automobile

2

emissions andpromote global warming countermeasures. In order to promote the improvement of automobile fuel e ciency,
fuel e ciency standards (Topof Energy (Energy aving

unner tandards ) have been established based on the

ct on theational Use

ct).

s a result, automobile manufacturing industry members (automobile manufacturers and importers) are
required to improve fuel efficiency performance such that the average fuel efficiency of vehicles sold(determined by taking the weighted harmonic average of automobile fuel e ciency values) does not fall below
standards set for each company based on their vehicle sales composition. Furthermore, it requires that they
post fuel efficiency related information so that automobile users can select automobiles with superior fuele ciency, and the fuel e ciency values are listed in the product catalogs of individual automobiles.
Top

unner tandards: tandards based on the currently commercially available automobiles with thehighest fuel e ciencies, taking into consideration future technological advances

Fuel e ciency standards
In March 1
based on the Top
In March 200

fuel e ciency standards for 2010 were formulated for passenger and small cargo vehicles,
unner tandards concept.
the world’s first heavy duty vehicle (truck, bus, etc.) fuel efficiency standards were

formulated, with a target year of 201 .
In July 200 new fuel e ciency standards were formulated for passenger vehicles. These new standards
aimed for a 2 .

improvement in fuel e ciency (versus 200 ) for passenger vehicles by 201 .

In March 201 new fuel e ciency standards were created for passenger vehicles, aimed at 2020, requiring
fuel e ciency to be improved by 2 .1

versus actual 200

gures, assuming a shipped vehicle composition

equivalent to that of 200 . Furthermore, in July 201 fuel e ciency standards for 2022 were formulated forsmall cargo vehicles, based on the assumption of equivalent shipment volume as in 2012, requiring them to be
2 .1

more fuel e cient than vehicles sold in 2012 (based on actual 2012 vehicle fuel e ciency).
ew fuel e ciency test method

In conjunction with the new 201 fuel e ciency standards, the method for testing fuel e ciency was revised
to more closely approximate actual driving conditions. In the past, 10-1 mode driving was used to test fuele ciency, but this was changed to J 08 mode driving.
Under J 08 mode, driving is performed using a greater number of speed changes to re ect actual driving
conditions. It also includes measurement methods under which vehicles are started with cold engines, inaddition to starting with warmed up engines.

21

区分（車両重量㎏）～1080 1081
1196～
ス（乗車定 11 以 かつ車両総重量3.5t以下の乗自動車）】 目標年度：２０１５年度 測定方法：ＪＣ０８モード～1195
ＭＴ燃費基準値（km/L）
17.1
区分（燃 ） ガソリン 軽油 18.5
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
燃費基準値
8.5
9.7
（km/L）
Measures in Response to Major Environmental Problems of the Transport Sector
中量貨物車（ガソリン）区分～1310 1311
1421
1531
1651
1761
1871～
（車両重量㎏）～1420 ～1530 自動車）】～1650 ～1760～1870【 Theス（乗車定11Light
以 かつ車両総重量3.5t超の乗目標年度：２０１５年度
測定方法：重量車モード
World
ehicleTest
Procedure(WLPT)was establishedat the U E E World Forum for
14.2
構造Ａ
ＭＴ
区分
3.5～8 ＡＴ
8～10 13.3
10～12 12～14 14～燃費基準値（km/L）
12.7（車両総重量ｔ）ation ofHarmoniegulations(WP2),9.8held in 9.7
March 201 . In ctober 201 Japan added WLTP to
構造Ｂ１
ＭＴ ehicle
11.9
10.6
10.3
10.0
燃費基準値
燃費基準値（km/L）
ＡＴ
9.8
9.6
9.4
9.1
8.8
8.5
6.97
6.30 10.9
5.77
5.14
4.23
（km/L）
構造Ｂ２ as a method
ＭＴ
11.2of testing
10.2
9.9
9.7 gas 9.3
J 08 Modeexhaustemissions8.9and fuel e ciency for passenger vehicles.
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
【一
ス（乗車定 11 以 かつ車両総重量3.5t超の乗 自動車）】 目標年度：２０１５年度 測定方法：重量車モード
区分
中量貨物車（軽油）区分3.5～6 6～8 8～10 10～12 12～14 14～16 16～（車両総重量ｔ）～1420 1421
1531
1651
1761
1871
1991
2101～
（車両重量㎏）
燃費基準値
～1530
～1650
～1760
～1870
～1990 ～2100
9.04vehicles
6.52
6.37
5.70
5.21
4.06
3.57
Passenger（km/L）
構造Ａ又は構造Ｂ１
ＭＴ
14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
燃費基準値（km/L）
ＡＴ
13.1 passenger
12.8
11.5
10.8
10.3
asoline passenger vehicles,
dieselvehicles,11.3
and 11.0
gas passenger
vehicles(9.4ith occupancies less than 0 people or total vehicle
14.3 (passenger
12.9
12.6
12.0
11.3
11.2
11.1 total vehicle eight of 3.5t or less) arget year: 2020
eight 構造Ｂ２of 3.5ton or less) ＭＴ
and minibus
vehicles12.4ith occupanciesofor
more and【ガソリン乗自動車、ディーゼル乗
ガス乗
自動車（乗車定
10 9.5以下） 9.0
びに 8.8 ス（乗車定 11 以 かつ車両総重量3.5t以下の燃費基準値（km/L）
ＡＴ
12.5自動車及び
11.8
10.9
10.6
9.7
method: 0 mode 測定方法：ＪＣ０８モード
乗easurement自動車）】目標年度：２０２０年度（注） ategory
区分～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101
2271～
軽貨物車・・・軽自動車である貨物自動車(（車両重量㎏）
otal vehicle eight ( g))～855 ～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100 ～2270
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
燃費基準値
uel e ciency
24.6
24.5
23.7
23.4
21.8
20.3
19.0
17.6
16.5
15.4
14.4
13.5
12.7
11.9
10.6
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
standard( m )（km/L）
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
Source MLIT (Tentative Translated by co-Mo Foundation)①最大積載量を車両総重量で除した値が0.3以下となるもの。
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
Trucks/Freight vehicles
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
asoline cargo vehicles and diesel cargo vehicles (total vehicle eightof 3.5t or less) arget
year: 2022 easurement method: 0 mode
【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】
目標年度：２０２２年度
測定方法：ＪＣ０８モード【

ategory区分( otal（車両重量㎏）
vehicle eight ( g))tructure
構造Ａuel
e ciency standard ( m )燃費基準値（km/L）

構造Ｂ B
tructureuel
e ciency standard ( m )燃費基準値（km/L）
ディーゼル構造Ｂ
iesel structure Buel
e ciency standard ( m )燃費基準値（km/L）

ＭＴ
ＡＴ
ＭＴ
ＡＴ

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

25.0

22.7

20.8

18.5

21.0
20.4

20.4
19.8

19.9
19.2

19.4
18.7

16.7
16.3

16.9
15.1
14.7

13.9
13.5

12.9
12.5

12.1
11.7

11.5
11.1
16.8
14

11
10.6
15.9
13.7

10.2
15.2
13.5

14.6
13.3

13

(Note)（注）
tructure : ehicles ith structures matching , , or belo .
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
a imum carrying capacity divided by total vehicle eight is 0.3 or less.
①最大積載量を車両総重量で除した値が0.3以下となるもの。
he same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle by②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
a当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
ﬁ ed roof, indo glass, or other partition.
③運転車室の前方に原動機を有するもの。
here is an engine in front of the driving cabin.
構造Ｂ・・・構造Ａ以外のものをいう。
tructure B: ehicles to hich none of the above apply.
ruc s, etc. (freight vehicles ith total vehicle目標年度：２０１５年度
eights e ceeding 3.5t)
arget year: 20 5 easurement method: eavy duty vehicle mode
【トラック等（車両総重量3.5ｔ超の貨物自動車）】
測定方法：重量車モード
区分
ategory
3.5～7.5(totalvehicle eight (t))（車両総重量ｔ）
7.5～8 8～10 10～12 12～14 14～16 16～20 20～( a imumcarrying capacity t) ～1.5 1.5～2（最大積載量t）2～33～
uel e燃費基準値
ciency standard（km/L）
( m )

10.83

10.35

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

9.51

8.12

7.24

目標年度：２０１５年度

6.52

6.00

5.69

4.97

4.15

4.04

Source MLIT (Tentative Translated by

測定方法：重量車モード

22

co-Mo Foundation)

1 Promotion of global warming countermeasures■Measures for developing and promoting energy saving vehicles and low emission
vehiclesThe increasingly severe global warming situation, together with the rise of

2 emissions, air pollution, andcrude oil prices resulting from the rapid increase in energy consumption by developing countries, has led togreater usage of energy-saving and low-emission vehicles such as compressed natural gas (hybrid vehicles, and electric vehicles.

) vehicles,

ehicles with functions such as automatically stopping idling engines

when stopped, or which promote eco-friendly driving awareness by indicating with signal lamps when drivers
are performing high fuel e ciency driving, are also becoming more popular.
esearch is also taking place for new energy-saving vehicles, aimed at the commerciali ation of hybrid
busses with inductive charging capabilities. These vehicles can be rapidly charged using electrical induction
from electricity supply embedded in the pavement, without the need for electrical charging cords. The
government, academia, and manufacturers are working together on veri cation testing for electrical full atoored busses, with testing being performed in Fujisawa

ity,anagawa Prefecture in

ugust 2011.

From the perspective of improved automobile safety and harmoni ation of international standards, testing
methods for the U ’s
/Llobal Technicalegulations on Hydrogen and Fuelell

ehicles andegulations on

ehicles were introduced into domestic standards, the mandatory installation of vehicle stability

control devices was expanded, standards were tightened for collision avoidance systems, and mandatory
installation of these systems was also expanded.
In order to accomplish this, theehicles (MLITThe

nnouncement

lobal Technicalnnouncement that Prescribes Details of

afety

egulations foroado. 1 of 2002)” was revised, issued, and enacted.

egulations on Hydrogen and Fuelell

ehicles” were established in June 201

based on a proposal made by Japan. They have great potential for contributing to the adoption of fuel cellvehicles outlined in thenegulatory

eform Implementation Plan” (approved by theovember 18, 201 , based on theoad Transport

ehicleabinet in June 201 ).

ct, type designation of fuel cell vehicles was

implemented for the rst time.
They add requirements concerning the concentration of hydrogen leaked into the vehicle interior
following fuel cell vehicle related collision testing, as well as requirements concerning the securing of gas
containers to the vehicle, bringing the regulations into agreement with thelobal Technicalegulations.

They change the method used for testing the strength of the mount of gas containers to compressed
natural gas vehicles from vibration testing to acceleration testing, bringing them into agreement with theegulations on/Lehicles.

They expand requirements for vehicle stability control device and collision avoidance braking system
related vehicle stability control devices, making them mandatory for all busses, trucks, and trailers. They
also strengthen collision avoidance braking system control related performance requirements, and makethem mandatory for all busses and medium- and large-si ed trucks.
Inductive charging hybrid bus

Large electrical full ﬂat-ﬂoored bus

2Measures in Response to Major Environmental Problems of the Transport Sector

Promotion of environmentally friendly automobile usage

Eco-driving” has been positioned as an environmentally friendly automobile usage promotion measure. The

Eco-Drive Promotion Liaison

ommittee ( ational Police

the Eco-Driving Dissemination and Promotion

gency ( P ), METI, MLIT, and M E) formulated

ction Plan, and theommittee and related organi ations areactively promoting these e orts.
In 200 the committee proposed the 10 Tips for Eco-driving”, which outlined speci c eco-driving e orts.
These recommendations were revised in 2012.
10 Tips for Eco-driving

Accelerate
gently.

Maintain a steadyspeed and keep
your distance.

Slow down by
releasing theaccelerator.

Make appropriate
use of your air
conditioner.

Don’t warm up
or idle yourengine.

Plan youritinerary to avoid
congested routes.

Check yourtire pressure
regularly.

Reduce yourload.

Respect parking
rules andregulations.

Source The

2

Check the readings on
your fuel efficiencymonitoring equipment.

co- rive Promotion Liaison Commitee

1 Promotion of global warming countermeasures

Columneﬁnition of the levels and thestatus of initiatives regarding autonomous driving

In recent years, owing to technological innovation, initiatives toward autonomous driving are making
headway and attention is being focused on the trends.
In. Public Private IT Initiative/ oadmaps 201 ,” the Japanese government adopted the de nitionof
E International’s J 01 ( eptember, 201 ) as the de nition for the levels of autonomous driving.
Summary of the de nition of autonomous driving (
Level

01 )
Surveillance for safe
driving and main
respondent

Summary

Driver carries out all or part of the driving task
S E Levelo automatic driving

he driver carries out all of the driving tasriver

S E Level
river assistance

he system carries out the driving subtas of either
front bac or left right vehicle controlriver

S E Level
artial automatic driving

he system carries out the driving subtas of both
front bac and left right vehicle control

river

Autonomous driving system carries out all of the driving task
S E Level
onditional automatic
driving

he system carries out all driving tas s within
designated domain
f continuous operation is difficult the driver is
e pected to respond appropriately to the system s
requests for intervention

Systemriver whencontinuous operation
is di cult

S E Leveldvanced automatic
driving

he system carries out all driving tas s within thedesignated domain
f continuous operation is difficult the user is note pected to respond

SystemS E Level
omplete automatic
driving

he system carries out all driving tas s not limited
to the designated domain
f continuous operation is difficult the user is note pected to respond

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

2

ome page of Prime Minister of japan and is Cabinet(Tentative Translated by co-Mo Foundation)
ample of a bus-type vehicle

Measures in Response to Major Environmental Problems of the Transport Sector

Columnco tiresIn the past high fuel e cient tires” publici ed by tire manufacturers were tested by themselvesusing their own internal testing standards. This created a demand for a uni ed evaluation method andselectable indices which would be used to compare products. In December 200 the JI

tire rolling

resistance testing method was established.
Based on this standard, The Japanutomobile Tyre Manufacturers

ssociation formulated Highfuel e cient tire promotion related labeling guidelines (labeling system)” in order to promote the useof these. This guideline went into e ect in January 2010.
The labeling system applies to passenger vehicle summer tires sold as replacement tires by tire
retailers, etc. Tires within the following range are considered high fuel e cient tires.
Tire grading systemnitnit (N/kN)
et grip performancerade

Rolling resistance coe cient

rade

RRC

.

AAA

a

.

RRC

.

AA

b

.

RRC

.

A

c

.

RRC

.

.

RRC

.

d
C

igh fuel e cient tire performance re uirements
Rolling resistance coe cient. or less ( rade AAA to A)
et grip performanceor greater ( rade a to d)

Example of Eco-tires LavelingIn the e ample below, the rolling resistance grade is AA and the wet grip performance grade isc, so the tire meets high fuel e cient tire standards.

( co-tires)2

1 Promotion of global warming countermeasures

Promotion of trac ow measuresmoother tra c ow increases driving speeds, which in turn produces greater e ective fuel e ciency andreduces carbon dioxide emissions from vehicles. MLIT is implementing various tra c ow measures.
peci cally, these include the enhancement of arterial road networks, such as ring roads, which are e ectiveat reducing the amount of traffic influx into central urban areas by providing alternate traffic routes, thecreation of multilevel intersections, the promotion of projects for continuous grade separation, etc., in order toeliminate unopened railroad crossings, and other initiatives for reducing traffic congestion in urban areas.
They also include the use of big data collected using IT technology, the optimi ation of existing networks,
and other efforts for promoting smart use of roads in order to provide smooth, safe transport services.
Furthermore, they are also maintaining and improving bicycle tra c spaces through the reallocation of road
space, etc. In order to reduce the carbon footprint of road facilities, LED road lighting is being installed.

■ se of

TC2 0 service

peed, usage route, usage time, and other data collected from ET 2.0, for which full- edged vehicle-mounted

device sales began inugust 201 , and various other forms of detailed Big Data are being used in measures

for smart usage of roads, such as smart pricing to reduce tra c jams and accidents, and high-productivity
smart logistics management.

■ uideline for the creation of safe and comfortable bicycle use environments

Bicycles play important roles as commonplace means of transport used in everyday life, and means ofleisure transport in activities such as cycling. Bicycle usage needs are rising, backed by rising interest in
healthy living and environmental conservation. However, although the number of traffic fatalities has
decreased by 0

over the past ten years, the number of accidents between bicycles and pedestrians hasremained constant, and there are calls for the creation of safer, more comfortable bicycle usage environments.
Because of this, the Ministry of Land, Infrastructure, Transport and Tourism, in conjunction with theational Police

gency, has held meetings of an exploratory committee of experts to consider how to create

bicycle network plans and promote the creation of bicycle travel spaces based primarily on street usage. In
July 201 the committee reformulated theBicycle Use.”uideline forreating announcements and technical advice, etc., regarding theafe and Pleasant Environment for
uidelines were provided, and, throughcollaboration with related ministries and agencies, etc., plans are being created and implemented, and thethorough application of tra c rules is being promoted.
In order to further promote the use of bicycles, the Law for the Promotion of Bicycle Use was implemented
on May 1, 201

and based on the foregoing law, a Headquarters of the Promotion of Bicycle Use wasestablished within MLIT.

2

Measures in Response to Major Environmental Problems of the Transport Sector

Improvement of freight distribution eciency■Creation of sustainable logistics systems through collaboration between freight
owners and logistics operators
reen Logistics Partnershiponference

Promoting the creation of areen Logistics Partnership Conference
acilitator Takehiko Sugiyama,press ighway Researchoundation of apan irector eneral
stablished April 200

greener overall logistics system
requires greater collaboration
between freight owners andOrganizers MLIT, METI, apan Federation of Freight Industries, ILS
Collaboration Nippon Keidanren

logistics operators, and the
expansion of sustainablelogistics systems for global
warming countermeasures
improving productivity, etc.
The

reen Logistics

Partnershiponference,launched in 200 and composedof companies and organi ations
united by this goal, strives to

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

Members

Policy Planning Committee

Business Promotion Committee

Overall reen Logistics Partnership
Conference management
Planning and proposal of policies
related to corporate awarenessbuilding and PR strategy, etc.

Selection of good practice e amples
Follow-up of subsidiary projects

Sourcereen Logistics Partnership Conference (Tentative Translated by co-Mo
Foundation)

promote mutual understanding of the importance of thereen Logistics and improve coordination between

freight owners and logistics operators, in order to carry out modal shifts and improve truck transporte ciency.
s part of these activities, the Joint
Method foralculating

uidelines on the

2 Emissions by the Logistics

ector( er. .0) (METI, MLIT) were formulated. These guidelines
establish a unified method of calculating carbon dioxide
emissions by the logistics sector, and can be used by bothfreight owners and logistics operators for smoothercollaboration. They make it possible to objectively evaluate theeffectiveness of individual measures. Each year theorgani ation gathers proposals from its members regarding
speci creen Logistics Partnership implementation projects

in order to promote measures for reducing

2

emissions.

Particularly successful good practice example projects
involving logistics operators and freight owners engaging in
partnerships to reduce2emissions, to create sustainablelogistics systems for improving productivity, etc. arerecogni ed by MLIT Minister awards.

(Pam et of The Joint

28

uidlines on the Method for
missions)
Calculating CO

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

平成 29 年度

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

promoting a modal shift to sea transport.
s part of these efforts it is implementing the Eco- hipModal hift Project, which promotes modal shift by selecting
companies which contribute to modal shift by using somedegree of sea transport, and permitting those companies to
use the Eco- hip Mark.
Modal

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

s part of this project, the Eco- hiphift Project Executive

ommittee has implemented

an Eco- hip Mark certification system (the Eco- hip MarkRORO 船

コンテナ船

長距離フェリーindicates that a company is contributing to environmental
efforts by using sea transport).
freight owners and 1

inceugust 201 , 12

logistics operators have received

Eco- hip Mark certification. Eco- hip Mark certified
companies are also selected to receive MLIT Maritime
Bureauhief awards.
平成 29 年度
募 集 期 間

平成29 年11月1日（水）開始

第一次締切
第二次締切

平成 30 年 1月 31日（水）平成 30 年 3 月 31日（土）国土交通省海事局 エコシップ・モーダルシフト事業実行委員会
http://www.ecoship.jp

Source Committee for Implementation of co-Ship
Modal Shift Operations (Tentative Translated byco-Mo Foundation)

2

Measures in Response to Major Environmental Problems of the Transport Sector

Eco

ail Line Projectailroads are essential parts of the daily lives

Overview of the Eco Rail Line Projectand economic activities of the people of Japan. It is

Promoting systematic e orts to reduce energy usage and carbon production
making entire rail lines environmentally friendly

vital that they will be capable of maintaining

amples of rail measures (concept)

regular operation even in the event of emergency

Power storage
devicessituations such as power restrictions. Implementing
cutting edge e orts to reduce energy consumption

Interior LED
lighting

and carbon emissions from rail lines, which are

upplyPower Generated

F inverter withSic Semiconductor
Element

0 million people a day, contributes to

Braking

Power line

greater societal energy conservation andPowerdevices

environmental awareness. The MLIT is
implementing the Eco

Power storage
train

rrival of Train

Charging

used byccumulation ofelectricity generated
by braking No Train
Power

peed

ail Line Project, supportingpTrain B

Train

Power
storage

Source MLIT (Tentative Translated byrail operators who are implementing systematic

Train station

Power storage train

co-Mo Foundation)e orts to reduce power consumption and carbon emissions for entire rail lines by using renewable energy intrain stations and train control centers and installing energy saving facilities for efficient energy usage.
Through this support, the project promotes reductions in energy usage by rail lines and the adoption ofcarbon emissions reducing technologies.
Eco

ail Mark” system promotion and expansion

The Ecoail Mark” was established in 200 to certify

companies and products which are proactively working
to achieve low environmental impact rail freighttransport. By supporting companies and products
certified with theEcoail Mark”, awareness ofenvironmental impact reduction e orts increases, among
freight owner companies such as manufacturers, as wellas consumers, with the goal of promoting a corresponding

Source RFA (Tentative Translated
by co-Mo Foundation)

modal shift to rail freight transport. The MLIT andailway Freightssociation ( F ) are striving to further promote and expand the Eco

eptember 22, 201

there are 188 Eco

ail Mark” product certifications for 21

ail Mark”.

products, 8

s ofcertifiedcompanies, and 1 certi ed supporting companies.
Promotion of comprehensive reductions in carbon

Comprehensive reductions in carbon emissions
in ports

emissions by ports① Energy consumption ② Renewable energy usage,Promotion of power saving◆Oﬀshore wind power◆Solar power◆Large scale
reductions in ports
generation facilities generation facilities
battery facilities

Port areas have large concentrations of cargo and◆Energy saving cargohandling equipments

passenger vessels, function as sites of industrial activity
where land and sea freight distribution systems meet,and produce large amounts of greenhouse gasses.

Electrical transfer crane

MLIT is striving to e ectively reduce these emissions.

er
w s
po tie
d ili
in c
w fa
e ion
r
o t
sh eraOﬀ eng

Power company

Hybrid straddle carrier

deployment of energy saving facilities, promoting modal

Green space

Flow ofelectricity
Seaweed beds
green spaces

Large-scalebattery facilities

pecifically, it is providing support for the③ Expansion of CO₂sinks
Seaweed beds

Solar power generation

Energy consumption reductions
for cargo handling equipments
LED lighting

shifts and transport efficiency improvements throughPromotion of modal shifts

Source MLIT (Tentative Translated by

the use of reverse logistics-related sea transport,
promoting the smoother deployment and utili ation ofrenewable energy, improving port green areas which
0co-Mo Foundation)

1 Promotion of global warming countermeasures

help absorb

2, and creating seagrass beds.

With regards to the partial revision of thect on

dvancement of Integration and treamlining of Freight

Distribution Business (Distribution Integration E ciencyct), in order to increase distribution e ciency andreduce environmental impact, plans have been approved for a project aimed at integrating and improving theefficiency of advanced freight distribution facilities with a specified minimum scale (specified freight
distribution operation facilities) and other facilities.
establishment of Distribution Integration E ciencynctober 1, 201 , a revision to theoughlyct on

00 projects have been approved since thectober 1, 200 .

ct was enacted, requiring two or more parties to collaborate during

the implementation of projects. This revision was enacted in response to labor shortages in the distribution
eld, with the aim of expanding modal shifts among support recipients and measures which do not requirejoint delivery, etc., speci ed distribution operation facilities.
Based on this, as of end of December, 201 ,diverse projects, including modal shifts, joint delivery, andspecial freight distribution operation facility wait time reduction, have been approved, and measures havebeen implemented to achieve freight distribution labor savings, improve freight distribution e ciency, andreduce environmental impact.
n February 20, 2018, an initiative was launched for the rst time in Japan to jointly transport the cargo ofmultiple businesses on the same vehicle by means of a consolidated passenger/cargo bus service and cooperative transport business.

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

Example of Freight Distribution Integration Efficiency Act approval

Revision enacted October 1, 2016

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

Objectives

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

Gunma Prefecture
manufacturer’s
factory

Afterconversion

Gunma Prefecture
manufacturer’s
factory

Corporate tax: 10% additional depreciation deduction (5 years)
Fixed property tax: 1/2 taxation base (5 years), etc.

• Consideration of facility location restrictions, etc.

Consideration for permission to perform development in urbanization
control areas

Unmannedsea transport

Locationsin Kyushu

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

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

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

Locationsin Kyushu
Oita Port

Overview of system

Beforeconversion

Shimizu Port

• Secure labor required for freight distribution operations• Reduce environmental impact(operated by Company B)① Office makes unloading timeand berth reservations bycomputer by the day before
the reservation③ Office confirms reservations forthe following day④ Work plans are created basedon reservations

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

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

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

Source MLIT (Tentative Translated by1

co-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

ColumnMeasures aimed at reducing amount of parcel service redeliveries
In recent years number of parcel service deliveries has risen rapidly (by 18
the major increase in e-commerce transactions.
redeliveries.

pproximately 20

in ve years) due toof parcel service deliveries are

ccording to calculations by the MLIT, these parcel service redeliveries produce massive

societal losses, such as generating approximately 20 thousand tons of carbon dioxide, equivalent to 1of the annual emissions of commercial trucks, or an amount whose absorption which would require acedar forest 2. times the si e of the area enclosed by theamanote Line, and requiring roughly 180

million hours of labor (equibalent to about 0,000 workforce) per year.
The MLIT has held deliberation sessions, in which operators including delivery, e-commerce sales,
convenience store, and locker operators have participated, and conducted a questionnaire regarding
parcel service redelivery.

ccording to the results of the questionnaire, roughly

0 percent ofredeliveries were the result of recipients not knowing that packages would be delivered, and being out
despite knowing packages would be delivered.
educing the social losses caused by redeliveries will contribute to slowing global warming andaddressing the truck driver shortage resulting from the shrinking and aging population. Wastefulredelivery must also be reduced in order to continue to maintain and further improve Japan’s highlevel of delivery service.
To reduce the number of redeliveries, operators must collaborate more closely and employ new
approaches and measures, and all members of society must understand the social losses resulting from
redelivery and cooperate in reducing the need for redelivery.
The MLIT has outlined the following concrete measures aimed at reducing redeliveries.
Major concrete measures
Introduce simpler web or app-based delivery time selection methods
Promote the understanding of the social losses caused by redelivery and provide beneﬁts
to package recipients based on their contributions to redelivery reductions
pand the range of delivery and e-commerce services handled at convenience stores andprovide greater convenience through improvements to receiving procedures, etc.
Promote the installation of delivery bo es for residences, and streamline package sizes to
ﬁt in delivery bo es
Introduce and e pand new receiving methods by, for e ample, installing delivery bo es intrain stations, etc.

uestionnaire to redelivery recipients by the Committee for eliberation Regarding thePromotion of the iversification of Methods for Receiving Packages in Order to Reduce
Redelivery

Parcel service locker

Source MLIT (Tentative Translated by

2

co-Mo Foundation)

1 Promotion of global warming countermeasures■Promotion of thereen Management Certification System

In recent years there has been an increasing focus on environmental problems such as global warming andair pollution.

atisfying both environmental and economic concerns and creating a sustainable economic

society has become an urgent challenge. The Eco-Mo Foundation has created and distributed a green
management promotion manual containing checklists for self-assessment in order to promote environmental
conservation activities by transport related companies. This manual, based on the concepts of I

1 0 1 (aninternational environmental performance evaluation standard), contains checklist items for environmental
conservation items to be addressed, and descriptions of speci c corresponding environmental e orts. This
makes it easy to set and evaluate environmental targets, thereby achieving greener management.
reen management consists of companies assessing their own environmental conservation e orts, using
promotion manuals as references in considering improvement measures based on the results of theseenvironmental conservation efforts, creating action plans which include these improvement measures, andimplementing them in order to achieve the improvements. This cycle makes it possible to implement
proactive, ongoing environmental conservation activities.
The MLIT is striving to promote this green management as a countermeasure against environmental
problems.
In order to promote green management, thereen Management

erti cationystem was established in

200 . The Eco-Mo Foundation acts as the certification body under this system, objectively certifying andpublici ing environmental improvement efforts by companies, based on the green management promotion
manual. This produces greater understanding and motivation of the green management certi ed businesses
by other companies and users, with the ultimate objective of reducing the environmental impact of thetransport industry.

約

約
1.5～3.4

2017年4月(Manual of thereen Management Certiﬁcation System)

Measures in Response to Major Environmental Problems of the Transport Sector

Promotion of usage of public transportreating new railroad lines and new transport systems, and making rail and bus transport more convenient,contribute a shift in passenger transport from private cars to public transport, which has less of anenvironmental impact. This leads to reductions in automobile

2 emissions, so various measures are being

implemented in order to achieve this shift.

■ stablishment of the Basic Act on Transport Policy
The Basic

ct on Transport Policy de nes the basic philosophy underpinning transport related measuresin order to promote measures necessary for the national government to coordinate closely with local
governments and transport companies in implementing comprehensive and systematic measures from theperspectives of increasing international competitiveness and regional vitality, and ensuring preparedness forlarge-scale disasters. This act applies to the international transport, national transport, and regional transport
which acts as the infrastructure supporting Japan’s economic and social activities. The Basic Tra c PolicyPlan which received

abinet approval on February 1 , 201 stipulates 201 to 2020 as the planning period andpromotes transport policies both comprehensively and systematically.
In addition, the Basic Transport Policy Plan requires
andabinet Decision on the Transport Policy White Paper

eport to the Diet each year, and the 201 version was created in May, 201 .

交通政策基本法の概要(平成25年12月4日公布・施行 法律第92号）

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

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

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

Duties of relevant parties of the national government,
local government and businesses(Article 8〜Article 11)
Collaboration and cooperation of relevant parties (Article 6, Article 12)
Legislative and financial measures (Article 13)
Annual report to the National Diet (Article 14)

Cabinet Decision/ Implementation of the “Basic Transport Policy Plan” (Article 15)
Pu lic comments in uiries to the council etc

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

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

Policies of local governments (Article 32)

1 Promotion of global warming countermeasures

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

Measure objectives

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

B. Creation of international and inter-

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

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

C. Creation of sustainable,safe, secure transport
infrastructure

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

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

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

National measures stipulated in the Act

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

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

Source MLIT (Tentative Translated byco-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector■Measures for promoting rail use
The MLIT provides support for e orts by

Service and conveniencerail operators to promote the use of urban

Arterial railroad, etc vitalization projects
Conversion of freight rail lines to passenger rail lines,
Osaka outer loop line (Shin-Osaka to anate)
Rail station comprehensive improvement projects
JR ast annai Station, eikyu Corporation anazawa akkei
Station, ankyu Corporation/ eifuku lectric Railroad Saiin Station,
Sagami Railway bina Station, Tokyu lectric Railroad Ikegami
Station, Odakyu lectric Railway Chuorinkan Station
City railroad convenience promotion projects
Speed improvements - Sotetsu / JR through line (Nishiya Station okohama azawa Station area), Sotetsu / Tokyu through line
( okohama azawa area - iyoshi)

rail, achieve greater speeds on existingarterial railroads, achieve greater speeds on
freight rail lines, convert freight rail lines
into passenger rail lines, smoothinterconnections, make comprehensive
improvements to railway stations, andimplement barrier-free measures in railway
stations, etc.

It is also collaborating with rail operators in the Ecoailampaign”,

promoting the use of rail transport as an handy environmental action.
upport for the establishment of next generation streetcar systems (L Ts ),which are increasingly in the spotlight, is being provided as part of the
Ministry’s regional public transport provision, maintenance, and improvement
project.
L T: hort for Light

ail Transit”. These next generation streetcar transportsystems use low-floor trams (Ls), improve their track and stop to(Campaign for eco using railways)
Source MLIT (Tentative
Translated by co-Mo
Foundation)

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

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

Features

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

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

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

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

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

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

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

䋻

Vibration
control
track

87dB 䋻 76dB

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

䋻●People-friendly

CO₂ emissions* Low carriage ﬂoors, boarding and disboarding slopes, etc., eliminate height diﬀerencesand ensure ease in transferring to other means of transport

Height diﬀerence makes
steps necessary

Fukui Ekimae area
Uses embedded tracks
to reduce noise and vibration

Track structure

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

Train

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

Floor heightPrivately
owned car

780mm 䋻 330mm

Minibus
LRT
streetcar

㻝㻤㻤
㻥㻠
㻟㻢

Train can be boarded directly fromplatform, with no height diﬀerence

Source MLIT (Tentative Translated byco-Mo Foundation)

1 Promotion of global warming countermeasures■Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems
In May 201 a revision to the Basicct on Transport Policy was issued, and enacted inovember of thesame year.
lso, theugust 2 , 201 , theystems and Japanailwayevisedct onevitali ation andonstruction, Transport and Technology

ehabilitation of Local Public Transport
gency

ct ( cto. 28 of 201 ) createda system for funding, etc., projects for improving certi ed rail transport, etc.

Overview of the Revised Act on Revitalization and Rehabilitation of Local Public Transport Systems
Overview of the Revised Act on Revitalization and Rehabilitation of Local Public Transport Systems(issued in May 2014)○Revised Act on Revitalization and Rehabilitation of Local Public Transport Systems (issued in May 2014, enacted in November 2014)
Maintain and improve regional societal vigor in the face offull-ﬂedged population reductions
Key Points①Rebuild with a focus on local goverments②Integrate with community development③rebuild an areawide public transport network

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

Current situation

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

Diﬀusedurban zones

Private cars are theprimary transport mode

Basic scheme of the Revised Act on Revitalization
and Rehabilitation of Local Public Transport Systems
National government formulates policy, taking
coordination with town planning into consideration

Basic policy■Coordination with town planning in order to produce compact cities■Rebuilding of areawide public transport networks for entire regions
Local public transport reorganization speciﬁc program
Local public transport
reorganization projects
Operators, etc., implement with thesupport of local public agencies in orderto rebuild an areawide public transport
network

CentralstationLocal public transport
reorganization
implementation projects

Base area

Local public agencies holdcoordination council upon
consultation with operatorsand formulate plan

Local Public Transport
Network Formation Plan

Tramway
inprovement
project(LRT development)

Rail businessrestructuring
project(Vertical separation)

Implementation
plan

Implementation
plan

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

Areas blank ofpublic transport
Operation
Investment, etc.

Japan Railway Construction,
Transport andTechnology Agency

Formation of a circulatory
public transport
network in the core area

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

Goverment

Restructuring of public transport
integrated with community development

Privatecompanies

Financial
institution
etc.

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

Enhancement oftransport
services that link core areas
Hospital

Feeder transport
by community buses

Welfarefacilities
Town oﬃce

Development ofpedestrianspaces and bicycle
usage environments
Siting Optimization Plan
Local Public Transport
Network Formation Plan

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

Integration

Successful
cycle

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

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

Source MLIT (Tentative Translated byco-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector■Promotion of eco commuting
There is a growing demand for a shift in means of transport, from the use of private cars to low carbon
dioxide emission measure, by promoting the use of public transport. In order to promote highly effective
measures which match both user side e orts and transport operator side e orts, aonference on Promotionof Public Transport was held in March 200 , involving transport operators, members of the business sector,
and members of the government.
Inovember 200 the Eco-commuting Promotion

ction Program through the Mobility Management

Project” was adopted to promote conversion from the use of private cars to public transport, bicycles and on
foot for commuting.
From June 200
ertification
commuting.

thereby promoting eco-commuting, the Excellent Eco- ommuting Businessiteystem” was launched to certify businesses which voluntarily and actively promoted ecos of the end of December 201 ,business sites have been registered.

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

Conceptual image

BeforeAfter
Rail stations,etc.

Homes,
company housings,
dorms, etc.

Homes,
company housings,
dorms, etc.

Commutertrains

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

Ride sharing

Homes, etc.

Oﬃces, factories, etc.

Bicycles

Source MLIT (Tentative Translated by

8

Oﬃces,
factories,
etc.

co-Mo Foundation)

1 Promotion of global warming countermeasures■Low Carbon City Promotion Act
It is important to build up a collection of success cases of rationali ation of energy usage and urban andtransport carbon emissions reduction, promotive greater adoption and vitali e the housing market and local
economies, by promoting private investment in urbani ation areas, etc. based on changes in energy supply
and demand triggered by thereat East Japan Earthquake and increasing energy and global warming

awareness among citi ens.
The Lowarbon

ity Promotion

December of the same year.

ct was passed by the Diet in

eptember 2012 and enacted in 2012s of July 201 , 2 cities have created low carbon town plans. These plans arelisted on the MLIT website.
● Formulation of Low Carbon Town Plans (Cities, Towns, and Villages)* Low carbon town planning councils (local public agencies, private businesses, etc.) are established to perform consultation and coordination

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

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

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

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

Source MLIT (Tentative Translated byco-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

Promotion ofnvironmentally Sustainable Transport ( ST)

In order to reduce carbon dioxide emissions by the passenger transport sector, it is important to implement
measures to reduce the excessive dependence on private vehicles, which account for the majority of thesector’s emissions, and promote the use of public transport, etc. It is essential, when doing so, to employ
measures which re ect the local area’s features, and for measures to be driven by the community with thecollaboration of related parties.
In order to achieve this, the MLIT has implemented an E T

MLIT website EST Database

Model Project”, selecting areas which are implementing leading
efforts at achieving Environmentally

ustainable Transport(E T), and related ministries and agencies collaborate to provide
support in the areas such as promoting the use of public
transport, implementing measures to smooth automobile tra cow, promoting the use of low-emission vehicles, and promoting
awareness raising.
ver the three year period from 200 to 200 , 2 areas wereselected as E T Model Project areas, and each area has
implemented three year model projects. related ministries andagencies are coordinating with each other, providing support andmaking information regarding the results of these projects
available in order to expand E T to a nationwide scale.

s partof these efforts, the MLIT website provides an E T Databasewith the results of these model projects, sharing information

Source MLIT website

about how to e ectively implement E T activities.

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

Source MLIT

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

hite Paper on Land, Infrastructure, Transport and Tourism in Japan (Tentative
Translated by co-Mo Foundation)01 Promotion of global warming countermeasures■Regional
TheST orum in Asia

egional E T Forum in

the United

ationsentre forsia is a high level governmental policy discussion forum, jointly launched byegional Development (UEnvironmentally ustainable Transport (E T) in the(includingD) and the M EJ with the aim of achieving

sian region.

urrently, there are 2 members countries

ussian Federation) of the Forum. Participants include high level of government o cials in chargeof environment and transport agencies as well as experts in areas of environment and transport.
t the 10th

nniversary

egional E T Forum insia hosted by thefrom 1 -1 March 201 , the member states adopted thetowards

chieving the 20 0

overnment of Lao PD

ientiane Declaration on ustainablein

ientianeural Transport

genda for ustainable Development”, recogni ing the important role played byrural transport in the context of livelihood security and poverty alleviation. ome of the key messages of theientiane Declaration include
ural transport remains a grossly neglected sector, yet sustainable rural transport is a key driver for
improving rural wellbeing, economic development, community empowerment as well as livelihood andfood security
Improved rural transport infrastructure and services are a key enabler to increased rural resiliency,
rural empowerment and rural socioeconomic transformation through poverty eradication, hunger
elimination, social integration, increased food security and improved supply chain logistics
limate adaptive and disaster resilient transport investments in rural areas can help secure all-season
access to markets and essential services and prevent isolation of fragile or remote communities, thus
contributing to economic development and well-being
Improved rural transport connectivity to wider local, national and regional transport networks is key toachieve economic growth in rural areas and
It is important to explore innovative solutions to improve rural-urban connectivity to improve and green
supply chain logistics (from producers to consumers) to achieve safe and sustainable rural access, among
others, are key to achieve sustainable regional development.
The next 11th Forum is scheduled to be held in Ulaanbaatar, Mongolia in eptember 2018.
10th Forum opening ceremony

Source1

NCR

Measures in Response to Major Environmental Problems of the Transport Sector■Comprehensive support for energy creation, storage and saving in towns,
residences and transport
Japan is facing unprecedented challenges, such as a shrinking and aging population, nancial constraints,
intensifying international competition, and energy restrictions prompted by the increasingly severe global
environmental situation and Japan’s earthquake and nuclear power plant disaster. In order to overcome thesechallenges and create a brighter future for Japan, the MLIT is working as one to carry out sustainable,energetic national and regional planning. The creation of a low carbon, recycling-oriented society is one new
direction of policy development, and is an essential part of creating a sustainable society.
In disaster-affected areas, Future ities, and comprehensive special ones, regional local governments,
private businesses, and others are taking the lead in considering how to create a low carbon, recyclingoriented society. The MLIT is engaged in a wide range of elds closely tied to the economy and the lives ofciti ens. In these elds, the Ministry is providing comprehensive support for leading e orts by regions andbusinesses to create, store, and save energy in towns, residences, and transport by demonstraiting practicalcapabilities, responsive capabilities, and comprehensive capabilities.
The Ministry is also supporting the formation of advanced concepts by local governments and private
businesses for the creation of models tailored to city scales and local features, etc., in order to create, store,
and save energy in towns, residences, and transport.
Planning supports for comprehensive support model creation for energy creation, storage and saving
in towns, residences and transport

201

Implementing
RegionSponsor(Representative
Organization)

Sapporo City( okkaido)

Sapporo City

Nagai City( amagata
Prefecture)

Nagai Cityokuei Town
(Tottori
Prefecture)okuei Town

itsuki City
(Oita Prefecture)itsuki City

atsushiro City
( umamotoPrefecture)atsushiro
Futureevelopment
CouncilCo-sponsor

Title
Sapporo City Center Self-Sustaining istributed nergy Network
Concept
Spreading the global word of Sapporo s efforts to use highe ciency energy to lead the way into the future
The New Recycling- ased Community evelopment and itality
Creation Concept of Nagai City, The ater and Rainbow Plan City
Rebuilding an energy recycling model using community resources
and striving to ﬁrmly establish a low carbon transport society
Concept for Achieving Town italization and Carbon missions
Reduction by tilizing okuei Town s Community Resources
Low carbon community development using wind power, farming, andConan
Concept for enerating, Storing, and Saving nergy in itsuki City,
Accelerating Convection between rban and illy Areas
Achieving a recycling-based itsuki which people will want to livein foryears
atsushiro City Locally enerated nergy- ased Community
Rebuilding and Transformation Concept
Creating a new hot springs area utilizing community assets andstriving to achieve a strong, energy economy recycling community

inagu Onsen Ryokan
Cooperative Society
FC Corporation

201
RegionSponsor(representative
group)

Rikuzen Takada
City,(IwatePrefecture)

Research
Institute for
Sustainable
Communityurobe City,(ToyamaPrefecture)awabata
Tekko

Tamano City
(Okayama
Prefecture)

nokotochi Co.,Ltd.

Saikai City,(Nagasaki
Prefecture)

Saikai City

Tsushima City,(Nagasaki
Prefecture)

Tsushima City

Co-sponsor

Title

Rikuzen Takada City,
Saneiwork Incorporated(Nippon T group),
Furukawa lectric Co., Ltd.,
Okano lectronics Co., Ltd.

Revitalization concept for a new Rikuzen Takada Cityi by means ofenergy creation, storage and conservation for disaster prevention
and transport infrastructure.
Aiming to build on the e perienceand lessons from the earth uake disaster to create a sustainablecommunity
A sustainable urobe urban development concept by means of small
eo nergy Co., Ltd.,hydroelectric generation and e pansion of transport network.
I ll Inc., Japan Asia roup Ltd.,
Aiming to achieve a city in which many citizens can receive theurobe City
beneﬁts of its abundant water resources
Concept of transforming central Tamano City into a high value-added
hub by means of energy creation, storage and conservation.
Port city Tamano situated along the Seto Inland Sea where people
gather and interact
Saikai Junkan Initiative which enhances the uni ue ualities of sea,
hills and inlets.
Carbon-free Park Land concept which promotes the creation,
storage and conservation of energy utilizing the features of the local
sea environment
Tsushima Model concept which utilizes local energy products forTokyo Institute of Technology local consumption with focus on hydrogen.
Low-carbon transport model project focusing on renewable energyA S Center
derived hydrogen

Source MLIT (Tentative Translated by

2

co-Mo Foundation)

1 Promotion of global warming countermeasures

Columnectiveness of car sharing in reducing environmental impact
ar sharing, in which people can use cars when they need them, without owning the cars, isgrowing in popularity worldwide.

ver 1million people in Japan utili e in car sharing (according toMarch 201 servey by the Eco-Mo Foundation).
In 2012 the Eco-Mo Foundation performed an evaluation of the effectiveness of car sharing at
reducing environmental impact.

survey of car sharers was carried out with the cooperation of ve

major car sharing operators. The survey found a decrease of over 0

in the number of cars owned

per household after joining a car sharing scheme, a decrease of just under 0
2 emissions of 0.

miles driven, and an average annual reduction in automobile

in average annualt ().

reportcontaining detailed survey results and measures for populari ing car sharing in the future can befound on the Eco-Mo Foundation website.
Change in average number of automobiles owned per household

0.5

0.45

N=489

0.4
0.3

0.17

0.2
0.1
0

Before car sharing

Present

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

5,000

4,048
4,000
3,000
2,000

3,445

2,563
586
1,377

1,000
0

■ Car sharing■ Own car■ Rental car

602

600

Before car sharing

Present

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

▲52.8%▲44.9%＋16.1%▲52.9%▲44.1%

0.6
0.4
0.2
0

Overall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

Beforecar
sharing

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

Present

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

N=491

N=112

N=194

N=140

N=42

Kanagawa Prefecture

Measures in Response to Major Environmental Problems of the Transport Sector

2

nergy Saving Act based measures

The steady implementation of energy saving measures is an important challenge in tackling global
warming.
The

ct on theational Use of Energy (the Energy

avingct) seeks to rationali e the use of energy

based on operator’s decision criteria de ned by the national government.

perators (speci ed operators) using

a speci ed amount of energy or more are required to report on their energy usage yearly, and formulate
plans (medium to long term plan) ( - years) for rationali ation of energy use. The transport sector was addedin thepril 200 revision to thect.

In order to ensure energy reductions within freight distribution sector, thect applies not only to carriers

but freight owners as well.

Transport sector scope<Freight transport and passenger transport>

Freight transport

Carrier ＋ freight owner

Passenger transport

Carrier

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

Freight owners

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

Businesses which transport theirfreight by carriers(including in-house transport)

Speciﬁed carriers(545 as of the end of March 2017)

Speciﬁed freight owners

Must create and reporton energy saving plans(813 as of the end of June 2016)

Must create and reporton energy saving plans

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

companies as of the end of March

Freight
RailwayNo. ofcarriers

Commercial
trucksPrivatetrucks)

Passengers
Shipping

Railway

Buses

Taxis

Shipping

Aviation

Total

1 Promotion of global warming countermeasuresverview of determination criteria for carriers with respect to energy usage rationali ation, etc.
The following items are speci ed.
1

From a medium- and long-term perspective, each carrier should set as a target an annual reduction of1

2

or more in energy consumption rates or electrical demand equali ation evaluation rates.
perators should formulate policies indicating their energy saving e orts, and appoint energy saving

measure administrators and establish promotion systems for energy saving measures.
arriers should strive to perform the following.
Measures to be Taken
Commonnhance collaboration with freight owners and other carriers

Rail

Introduce energy saving trains
Introduce freight trains capable of carrying large containers
Secure a transport capacity which accurately matches transport demand by
adjusting the number of trains operated, etc.
Perform appropriate train inspections and maintenance

Automobiles

Introduce low-emission vehicles
Promote eco-driving through driver education and use of digital drive records,
etc.
Promote increases in truck and trailer sizes in accordance with freight
volumePerform cooperative delivery and improve loading rates through use of returncargo, etc.

Ships

Introduce high fuel e ciency ships
Implement reduced energy consumption operation, such as economical
speed operation
Promote increases in ship sizes in accordance with freight volume
Perform cooperative delivery to improve loading rates

Airplanes

Introduce airplanes with superior energy usage e ciency
Rationalize ground operation energy usage
Promote appropriate e uipment selection in accordance with freight volume
Coordinate aircraft operation, such as by reducing ferry ight distances

Freight owner’s decision criteria
From a medium- and long-term perspective, freight owners will aim for an annual reduction of 1

inenergy consumption rates or electrical demand equali ation evaluation rates by implementing measures
such as those below :ppointing energy saving measure administrators
Providing in-house training
electing environmentally-friendly cargo carriers (carriers who have obtained I
management certi cations)
Promoting modal shifts
hifting from the use of private tracks to commercial trucks
Performing cooperative delivery with other companies
etc.

1 001 or green

Measures in Response to Major Environmental Problems of the Transport Sector

International marine and air transport sector countermeasures■Introduction of international marine transport CO2 regulations
The

yoto Protocol does not cover carbon dioxide emissions from international marine transport. Instead,this topic is considered within the deliberation scope of the International Maritime

rgani ation (IM ). Japan

led an international framework for reducing carbon dioxide emissions, and in July 2011 adopted a revised
convention that introduced fuel e ciency regulations that apply universally to international marine transport,
applying equally to developed and developing countries.
In order to comply with this revised convention, in 2012 thectelating to the Prevention of Marine

Pollution and Maritime Disasters was revised, and regulations went into e ect from January 201 . In order toincrease the international competitiveness of Japan’s maritime industry, which possesses exceptional2

emissions reduction and energy-saving technologies, Japan is leading the development of an internationalframework which includes phased enhancement of fuel e ciency regulations and a fuel consumption
reporting system. In the IM(MEP

Marine Environment Protection

ommittee meeting held ingurectober 2010), under Japan’s leadership, it has been decided to adopt a treaty revision which introduces a fuelconsumption amount reporting system. This system, which seeks to promote the reduction of greenhouse gas
emissions from vessels by visuali ing fuel consumption for individual vessels, requiring that they report fuelconsumption amounts and other navigation data to the IM
aiming towards the formulation of a new IM

Hfrom 201 . Furthermore, as ofpril 2018, we are

reduction strategy which will enable IM

to set agreenhouse gas ( H ) emission target . The strategy will also outline future measures to reach the target
and international negotiations are presently being conducted to that end. There is great expectation forJapan, as one of the world’s leading maritime industrial countries, to take the initiative to attain a reasonablestrategy balancing both contribution to the global warming measures and feasibility.

■International air transport sector greenhouse gas emissions reduction measures
With regards to greenhouse gas emissions reductions in the international air transport sector, theInternational

ivil

viationrgani ation (I) has engaged in deliberations aimed at de ning global reduction

targets ( 1 annual fuel e ciency improvement of 2 , 2 prevention of total emissions from increasing from 2020
onwards), introducing new technologies, improving transport methods, utili ing alternative fuels, and creating alobal Market-Based Measure( MBM) system which utili es
market mechanisms.
th I

held from

Past ICAO Assemblies (2010 and 2013) have decided on the following global CO2 emissions reduction targets
for international air transport, and have considered specific measures for achieving themssembly was
eptember 2

toctober , 201 , and consensus
was reached regarding theMBM. From 2021 autonomously
participating countries will begin①Annual fuel efficiency improvement of 2%②No increase in total emissions from 2020 onwards
Methods for achieving targets① Introduction of new technologies(new models, etc.)② Air transport method improvements③ Use of biofuels④ Use of market mechanisms(Emissions trading)Without measures
nts
me
ve
pro
im
ls
od
ode
eth
wm
rt m
e
o
n
p
f
ns
no
tra
uctio
Air
trod

In

Use of biofuels

Japan also needs to participate in measures,such as the market mechanism-based system

2010

2020

2030

Overview of system

based on the system, and from

Period:except those with emissions
levels below a de ned threshold.

2040

Conceptual image of international air transport CO2 emissions forecasts andemissions reductions targets* Based on ICAO materials as of 2016

purchasing emissions rights

be mandatory for all countries

Reductions through useof alternative fuels andeconomic methods

Economic methods

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

202 onwards participation will

Reductions throughintroduction of newtechnologies/air transport
method improvements

2020 level

implementing reductions ingreenhouse gas emissions by� Shortfalls in measures ①
through ③ will be addressedwith a system that uses ④
market mechanisms
� The introduction of the system
and its specific contents will bedeliberated on during this year’s
ICAO Assembly

CO2(Mt)The

International air transport global warming countermeasures
International
airairtransport
globalwarming
countermeasures
Internationaltransport
globalwarming
countermeasures(Based on proposal built on the results of the August 26, 2016, board of directors meeting)

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

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

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

Source MLIT (Tentative Translated byco-Mo Foundation)

1 Promotion of global warming countermeasures

Columnmissions trading system measures

The Japanese government has proposed a Joint

redit Mechanism (J M) for international emissions

trading. With the end of the adjustment period for the rst commitment period of theyoto Protocol(by 201 ), countries not participating in the second commitment period cannot internationally transfer
or acquire

yoto Mechanism credits.

Japan is operating and promoting the J- redit cheme for domestic emissions trading.

■ oint Credit Mechanism ( CM)Japan has proposed the Joint

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

Japan

Host country

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

JCM Project

MRV* methodologies
will be developedby the Joint
Committee

MRV

Credits

Used to achieve Japan's
emission reduction target

discussions.

Greenhouse gas emission
reductions/removals

MR (Mesurment Reporting eritiﬁcation)
Source New Mechanisms Information Platform (Tentative Translated by co-Mo Foundation)■

Credit Scheme

The J- redit

cheme is system in which reductions and absorption of greenhouse gasses such as

2 through measures such as the deployment of energy-saving devices and forest management are

certi ed by the national government as credits”.
This system is an extension and merging of the domestic credit system and o set credit system(J- E ), and is operated by the national government.
The credits produced by this system can be used for various purposes, such as achieving
ommitment to a Low

arbon ociety” and for use as carbon o sets.

Outline of the -Credit Scheme
Users of credits
CapitalLow carbon
society
implementation
plans

Promotion of
Global WarmingCountermeasures

Carbonoﬀsetting

J-Credit Scheme
Application for project registration
Application for certiﬁcation

Project
participant
Credits

EnergySaving Act

Centralgovernment
Credits
Discussion

Steering
committee

Source J-Credit Scheme website (Tentative Translated by

Certiﬁcationcommittee

co-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

2
The problem of vehicle exhaust gas became a serious social problem with the rapid urbani ation whichbegan in the mid-1 0s and the increase in vehicle tra c. For emissions gas measures for diesel vehicles it isespecially important to reduce the amount of emissions of nitrogen oxide (x), which is a cause of

respiratory disorders and causes photochemical smog and acid rain, and particulate matter (PM), a carcinogen.
In order to do this, the government strengthened exhaust gas regulations by enacting vehicle composition
regulations and repeatedly revising road vehicle safety standards. Furthermore, in 1
eduction Law (now the1

utomobilex/PM Law) was enacted to reduce

2 theutomobilexx and PM emissions.

Promotion of emissions gas measures for diesel vehicles

Restrictions on manufacturers

In 201 with the introduction of measures such as cold engine exhaust gas testing, the scope of exhaust gas
regulations came to include vehicles with actual
regulations.

x emissions of about 1/ of those included in previouss a result of the regulations, the vehicles will successively be replaced by clean diesel vehicles

with dramatically improved exhaust gas performance.
ehicle exhaust gas restrictions (diesel-powered heavy vehicles)100

1974 regulations 100％

Nitrogen oxide（NOX）

Particulate matter（PM） Short-term
regulations

100

1994 regulations 100％

80

1979 regulations 70％

Reduction（%）

Reduction（%）

1977 regulations 85％

1983 regulations 61％

60

1988 regulations 52％

Short-term regulations

40

1994 regulations 43％

Long-term regulations

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

New short-term regulations

20
0

1974

（S49）

Post-new long-term regulations
2016 regulations

1979

1984

1989

1994

1999

2004

3％

2009

2016

（H28）

80
60
Long-term regulations

40

New short-term regulations

20
0

1974

（S49）

2004 regulations
26％

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

1979

1984

1989

1994

Source MLIT (Tentative Translated by

8

1999 regulations 36％

1999

2004

4％

1％

2009

（H21）

co-Mo Foundation)

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

Restrictions on users

In urban areas where

utomobilex/PM air quality standards had not met, nitrogen oxidecountermeasure areas and particulate matter countermeasure areas were defined and restrictions wereplaced on vehicle users with the aim of achieving air quality standards in the areas by roughly 2010.
peci cally, for areas speci ed in the regulations, users are prohibited from registering vehicles which do notmeet speci c exhaust standards (model prohibition) and mandate the submission of exhaust gas regulationplans by speci ed operators. Tokyo Metropolis, aitama Prefecture,
Hyogo Prefecture, andhiba Prefecture,anagawa Prefecture,saka Prefecture have also de ned ordinances restricting the in ow of non-compliancevehicles from other regions, for futher reducing nitrogen oxide and particulate matter emissions.
In order to di erentiate between vehicles which do and do not meet these standards, complied vehicles areissued with stickers, preventing the influx of illegal vehicles. Despite the implementation of restrictionsa ecting users in areas implementing these measures, non-compliance vehicles from other areas pass throughintersections with heavy traffic, resulting in areas not meeting air quality standards. In response to thissituation, theutomobilex/PM Law was partially revised in 2008 to apply to users outside regulation-

speci ed areas as well.
Furthermore, in March 2011 theutomobilex/PM Law enforcement and ministerial orders wererevised, extending the application of the regulations to users in order to achieve air quality standards targets
in urban areas by 2020.

Category

Automobile NOx/PM Law

Tokyo, Saitama, Chiba,
andKanagawa Prefectures

National law

Ordinance

Hyogo Prefecture
Ordinance

Osaka Prefecture
Ordinance

Ordinance

Ordinance

Regulatedmaterial

Nitrogen o ide (NO ),Particulate matter (PM)particulate matter (PM)

Nitrogen o ide (NO ), Nitrogen o ide (NO ),particulate matter (PM)particulate matter (PM)Contents ofregulation

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

Prohibits driving ofvehicles which do notconform with e hauststandards

ehiclesa ectedehicles which arrive at
ehicles whose use isiesel vehicles driving in
iesel vehicles driving in o r d e p a r t f r o m t h ebased in specified
the area covered by the the area covered by the restricted area (does notmeasure implementation
ordinanceordinance
apply to vehicles passing
areas
through the area)

ehiclemodelsa ectediesel passenger
vehicles, trucks, buses,
iesel vehicles withspecial purpose vehicles
license plate numbers -,(not including light motor,-, -, -, or - (e cept for
special vehicles, andpassenger vehicles withpassenger vehicles which- license plate numbers)
use gasoline or LP as
fuel)

Prohibits driving ofvehicles which do notconform with e hauststandards

ehicles with total
weights of t or morewhich cannot beregistered due to theiruse being based in nonregulated areas speciﬁedby the Automobile NO /PM Law (for buses,
buses with capacities ofpeople or more)

Prohibits driving ofvehicles which do notconform with e hauststandards

All trucks, buses, andspecial vehicles otherthan passenger vehicles
c o v e r e d b y t h e
Automobile NO /PM Law

Measures in Response to Major Environmental Problems of the Transport Sector

2

Appropriately maintained vehicle usage and appropriate fuel usage
guidance

Appropriately maintained vehicle usage

In order to reduce the environmental impact of vehicles, it is essential that they should be properly
maintained and that they consistently maintain exhaust gas performance during operation. Insufficiently
maintained vehicles emit greater amounts ofx and PM than properly maintained vehicles, creating major

environmental problems.
study of reductions in emissions of black smoke after maintenance on diesel vehicles brought in formaintenance found that 0of all the vehicles examind are found reduced the black smoke concentration 10

or more. This con rmed that inspection and maintenance signi cantly reduces diesel black smoke emissions.
Reduction in black smoke emissions as the resultof inspection and maintenance / Number ofvehicles brought in for maintenance in October
2014(According to a study by the apan Automobile
Service Promotion Association)

Reduction of
20% or more
and lessthan 30%

Vehicles Percent
7%
Reduction of
Measuredage

Reduction of less than 10%

27,74570%

Reduction of 10%
or more and less than 20%

6,973

17%

Reduction of 20%
or more and less than 30%

2,575

7%

Reduction of 30% or more

2,190

6%

Total

39,483

100%

10% or more
and lessthan 20%

17%

Reductionof 30%or more6%

Vehiclesmeasured
39,483(100%)

Reductionof less
than 10%70%( reakdown of reductions in black smoke
emissions as the result of inspection andmaintenance)

Appropriate fuel usage guidanceince 200 the MLIT has conducted street inspections to check fuel sulfur content. When incidents of use ofillegal diesel fuel with high sulfur content are discovered, warnings or orders to switch to proper fuel areissued, with the goal of eliminating the use of illegal diesel fuel.
Illegal diesel fuelIllegal diesel fuel refers to diesel fuel mixed with kerosene or fuel oil,llegally dumped sulfate pitch
which has leaked out of its
containers

and to manufactured diesel fuel which has been produced by adding
sulfuric acid, etc. to fuel oil. Industrial waste such as sulfate pitch, which
is discharged during the production of illegal diesel oil, is mostly disposedof by illegal dumping, creating environmental problems nationwide.
Using illegal diesel fuel in diesel vehicles also increases the amount of air
pollutants PM andx in their exhaust.

n illegal diesel fuel which mixes diesel oil and-type huel oil equally

increases diesel vehicle exhaust gas PM levels by 1 to 1

andx levels by

to 8

in their exhaust gas.

3
The 201 Eco-car tax reduction and green tax provision revision and extension, are described on the following
page.

0

+5%

1

Eco-car tax reductions(motor vehicle tonnage tax/automobile acquisition tax)

+5%
p50%
p40%

p20%

+10% Achieved +10%

Main regulationsp25%
22015 fuel efficiency standard

Outside scope

Outside scope

Achieved

p60%

p75%

EVs, etc.
*1

Tax exempt 3
Not taxed

+30%

+30%

p60%

p80%

p75%

+20%
Tax exempt 3
Not taxedEVs, etc.
*1+40%

Source MLIT (Tentative Translated byLight motor

Registeredvehicle2017 /
2018

2016

Achieved +5%

2015 fuel efficiency standard

2020 fuel efficiency standard EVs, etc.
*1+10% +20% Achieved +10% +20% +30%
Outside scope
p50%
p75%
Outside scope
p25%
p50% p75%

2020 fuel efficiency standard EVs, etc.
*1
Achieved +5% +10% +20% Achieved *4 +10% +20%
Registered
Outside scope
p50%
p75%
vehicleLight motor
Outside scope
p25%
p50% p75%

Motor vehicle
tonnage tax
Automobile
acquisition tax

2018

p40%

p20%

+20%

2020 fuel efficiency standard

p50%

p25%

2015 fuel efficiency standard

Tax exempt 3
Not taxed

2020 fuel efficiency standard

p80%

p60%

+10% Achieved +10%

2015 fuel efficiency standard

Achieved

Motor vehicle Outside scope Main regulations
tonnage tax
2
Automobile
Outside scopeacquisition tax

2017

p75%

p50%

2015 fuel efficiency standard 2020 fuel efficiency standard EVs, etc.
*1+5% +10% Achieved +10% +20%

Achieved

Motor vehicle Main regulations
p25%
tonnage tax
2
Automobile
acquisition tax Outside scope p20% p40%

2016

Passenger vehicles

2015 fuel efficiency standard+5%+10% +15%

EVs, etc.
*1

Not taxedp75%

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

Reduction rate

Tax exempt 3
Outside p
25% p50% p75%
scope
Not taxedNotachieved Achieved

2015 fuel efficiency standard

scope p40% p60% p80%

3

EVs, etc.

Not*1achieved Achieved +5% +10% +15%ppp
50% 75% Tax exempt
Outside 25%2017 / 2018

Motor vehicle
tonnage tax
Automobile
acquisition tax

2017 /
2018

Motor vehicle
tonnage tax
Automobile
acquisition tax

2016

Heavy vehicles

Eco-car tax reductions and green tax provisions have been reviewed and extended for two years, as indicated below.

Environmentally friendly vehicle promotion measures

Motor vehicle tonnage ta , automobile ac uisition ta , light motor ta , etc

Green tax provision(vehicle tax)

co-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

41Creation of recyclable resource distribution systems
ormation of a recyclable resource distribution system using sea transport

In order to create a recyclable resource cycle as part of the creation of a recycling-oriented society, 22
ports nationwide have been designated as

ecycle Ports (integrated reverse logistics ports), centers of wide-

area circulation of recyclable resources. The MLIT provides the support necessary to improve port facilities
such as shipment transfer, storage facilities, and other recyclable resource handling support facilities, andimplements modal shift and transport e ciency improvement-based low carbon reverse logistics promotion
projects in order to reduce carbon emissions and costs using reverse logistics systems which utili e

ecyclePorts.

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

Recycle Port locations and Recycle Port image
Recycle Port Policy

esignated Recycle Ports 22 ports

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

Recycle Port Image
Recycle Port Image
Dispatch
recycling-related
information

komai Port

roran Port

Aggregatedrecycling facilities

chinohe Port

Port roadTokyo Port
Kisarazu Port

wasaki Portsukuwan Port

Kamaishi PortTokyo Port
Kisarazu Port

Kobe Port
Sakai Port Himeji
PortTokuyamakudamatsu
Port

Cargo handlingequipment

Kitakyushu
Port
Recycled
articlesMikawa Port
MishimakawanoePort

Miike Port

Nakagusukuwan Port

Residue, etc.
* Recycling facilities* Large-scale green space

Other ports

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

2

Green
space

Kawasaki Port

Ube Port

Quay

Future land use

Aggregatedrecycling facilities

Hachinohe Port

Himekawa PortQuay

Sea surface waste
disposal yard

Muroran Port

Maizuru Port

Recyclable
resources

Green
space

Tomakomai Port
5/2002
Designated ports（5 ports）
4/2003
Designated ports（13 ports）
Noshiro12/2006
Port
Designated ports（3 ports）
1/2011
SakataDesignated port（1 port）

Other ports

Storageshed

Stockyard

Ishikari Bay New Port

Port

Storagefacility

Kamaishi Port

Designated Recycle
Ports（22 ports）

co-Mo Foundation)o○Support fornationwide○Reduction o○Recycle cosof sea trans○Vitalization
for recycling4 Creation of a recycling-oriented society

Systematic securing of sea surface waste disposal yards

In order to dispose of dredge soil from port improvement works and waste which is di cult to handle atthe inland final disposal site, a systematic development of sea surface treatment plant is underway. In
particular, atsaka Bay, a wide-area treatment plant based on thedeveloped which enables the disposal of waste generated from thegenerated soil from the Tokyo Metropolitansaka Bay Phoenix Plan is being

saka Bay area. In addition, construction-

rea is transported by sea based on the uper Phoenix Plan andis used on a wide scale as land ll material in ports and harbors nationwide..
Promotion of planned improvement of sea
surface waste disposal yards
ort dred in

Soil

aste

To

Source MLIT (Tentative Translated by

2

o

a

co-Mo Foundation)

Creation of vehicle recycling system

Every year between

andmillion used vehicles are disposed of. Land ll space is running out, making it

urgent to further increase the recycling rate, which is current roughly 80 .
automobiles were improperly stored on roads, etc. each year.

s of 200 , over 1,000

nd over 20,000 automobiles were illegally

dumped. These have a negative impact on living environments and disposal involves tremendous social costs,
making it urgent to implement countermeasures.
In response to this situation, thect onecycling, etc. of End-of-Lifeehicles was enacted in January 200 .

This law mandated appropriate divisions of duties between the parties involved in end-of-life vehicle disposal,
focusing on automobile manufacturers.

t the same time revisions were made to the

oad Transport

ehicles

ct mandating that vehicle registration be deleted only after con rming that vehicles were disassembled as
motor vehicle tonnage tax reimbursement system was instituted for
end-of-life vehicles. The aims of these efforts were the promotion of
appropriate processing of end-of-life vehicles and the prevention of

Act on Recycling, etc. of Endof-Life ehicles system
Final automobile
owner

Recycling fee payment

stored vehicles was , 0 at the end of 201 (a decrease of.

versusthe number in 200 ), and the number of illegally dumped vehicles was
2 (a decrease ofdramatic reductions.

.

versus the number in 200 ), succeeding in both

Automobile manufacturer / importer

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

Recycling fee deposit

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

ehicles, and a

Moneymanagementcompany

ecycling, etc. of End-of-Life

Information management center

ct on

Reportspecified in the

Source MLIT (Tentative Translated byco-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

RP boat recycling
hip recycling is carried out primarily in developing countries such as India, Bangladesh and Pakistan,
Industrial accidents and environmental pollution at ship recycling facilities, have come to be recogni ed as
major problems. In order to resolve these problems, under Japan’s leadership, organi ations, especially the
IM , have engaged in discussions and adopted the Hong
Environmentallyoundecycling of

ong International

onvention for thehips, 200 ” (tentative title) (also known as thehipafe andecycling

onvention”). This convention requires that both ships and ship recycling facilities undergo inspections andmaintain certi cates, and requires the prohibition of usage of materials such as asbestos and polychlorinatedbiphenyl (P B) in new ships.
Japan, seeking the rapid enactment of thehipecycling

conclusion of the treaty with India, a major recycling country, an

onvention, In an endeavor to expedite theDgrant for India’s ship recycling facility

improvement project was determined at the Japan-India ummit held in eptember, 201 , and the intention
for an early conclusion of the treaty was rea rmed by the leaders of both countries. Japan pomoting thecreatiton of the domestic laws and regulations needed to join the convention.
The majority of privately owned pleasure boats are made of indestructive ber-reinforced plastic (F P), andthere is a need for the establishment of appropriate disposal routes, so Japan has worked to establish F Pboat recycling technologies and processing routes.
Industrys a result of these measures, in 200 the Japan Marinessociation has led nationwide F P boat recycling activities, and currently approximately

0 boats

are appropriately recycled every year.
hips which have reached the end of their lifespans are disassembled and the majority of the ships’ materials are used for steel.

FRP boat recycling system
Illegalabandonment

Storage site
Boat owner

Owner
unknown

Commissioned
transporter

Registration andsales site

Commissioned marina,
commisioned sales site

Processing andtemporarystorageMarine areaadministrator,
local government

Commissioned
transporter

Speciﬁed
receiver

Receiving, rough crushing
Intermediate processing（other than FRP）

Registeredwork site
Scrap FRP

Commissioned transporter
Sorting

Scrap FRP
intermediate
processing site

Crush
MixingCommissioned
disposal operator

Comissioned transporter

Final
disposalCommissioned
cement plant

Source Japan Marine Industry Association FRP oat
Recycling Center (Tentative Translated by co-Mo
Foundation)

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

1

Measures by local governments

Local governments are implementing global warming countermeasures, tailored to their local features, inthe transport and tra c sectors. This section looks at e orts by endai(population:

0,000), and■Sendai City

ana awaity (population:ity (population: 1,0 0,000), Himeji

ity

0,000).

Subway focused community development

In preparation for the opening of the To ai ubway Line (on December , 201 ), endai ity implemented varioustransport environmental measures, both physical and systematic, under theendai Urban Transport Plan.”

Major activities included a restructuring of the city’s bus network, integrating with its rail network. This
included the holding of roughly 0 explanatory meetings with members of the community regarding the creationof the feeder routes, carrying out measures while gaining the understanding of transport users. The functionsof transport nodes, such as station-front pla as, park-and-ride parking lots, and bicycle parking lots, have beenenhanced, and Datebike” community bicycles are used to help support transport at network terminus points.
Furthermore, ongoing mobility management is being used to promote the usage of public transport under theendai mart” mobility management plan, aimed at diverse users such as companies, new residents, university
students, and elementary school students.
These diverse tra c environment measures are positioned as part of comprehensive transport-based
community development and being carried on from a medium- and long-term perspective.
Sendai City s Tozai Subway Line

Source Sendai City

Measures in Response to Major Environmental Problems of the Transport Sector■ imeji Cityrban evelopment Based on Public Transport (Railway and Buses)
In Himeji

ity, Himeji

ity Integrated Transport Plan Based on Public Transport” was formulated inugust, 2008, and relevant departments are promoting the various policies. By promoting the foregoing plan,
the goal is to increase the number of users for public transport which are on a downward trend and to
maximi e the e ect fromperspectives, namely economy,” safety and security”, and environment,” such as

by alleviating tra c congestion in the city center andreduction in the transport sector.

this plan, the policies are being developed based on the following

pillars, i.e.

ccording to

improvement in the user-

friendliness of public transport,” improvement in the usage environment” and promotion of participation andcooperation”
Improvements in transport hubs and passenger terminals in areas surrounding the station including thedevelopment of new stations are being implemented, as well as operation of community buses in remote areas.
Particularly around J

Himeji tation, development of a public square in front of the station is underway witha dramatic increase in environmental space and passage of general vehicles are regulated in transit malls. In
addition, a share cycle system has been introduced, as a secondly means to promote public transport.
bus location system has been introduced for fixed-route buses and improvements are being made incooperation with transport operators such as I

tickets for railways and xed-route buses, etc.

With emphasis on the promotion of public transport usage and triggered by West Japantransport improvement project and trial increase in the number of services, J

ailwayompany’sishinsen has begun a-million persons challenge campaign” with towns along the route and business operators, exerting continuous
e ort to achieve continuous increase in the number of of passengers while utili ing local resources. Moreover,each year, public transport classes are being held by transport operators with elementary school children as
the target to prepare the next generation with regard to this endeavor.

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

Sourceimeji City

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

■ anazawa City
ana awa

alkable town development (pedestrians and bicycles)

ity is implementing walkable town development. Walkable town development agreements havebeen entered with six of the city’s districts, contributing to the creation of pedestrian-friendly environments
through tra c restrictions such as preventing access by personally-owned vehicles.

◎Kanazawa Station
July 2011 - Hosai District

April 2006 - Yoko Yasue-cho
Shopping Area District◎Kanazawa Castle

August 2008 - Nagamachi
Buke Yashiki District

July 2006 - Kazuemachi District

October 2005 - Tatemachi
Shopping Area District

October 2009 Zaimokucho District

Sourceanazawa City (Tentative Translated byco-Mo Foundation)

The city has also introduced Machinori” public rental bicycle system. There are 21 cycle ports in the city,and the share cycle system allows users to pick up and return bicycles from any cycle port. Usage is growing,particularly by tourists.

◎Kanazawa Station

21 cycle port locations
Located at train stations,major sightseeing spots,
and public facilities◎

Kanazawa
CastleSourceanazawa City (Tentative Translated byco-Mo Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

2

Measures by companies in the transport sector

Aviation companies

The

cheduled

irlinesssociation of Japan, a Japanese association of air transport operators, has

implemented environmental measures. Major measures are the following.
lobal warming prevention targets:
Target:educe energy consumption base units in 2020 by 21
2 emission basic units: 0.000

2/T(revenue ton kilometers)

educe energy consumption base units in 201 by 18

in comparison to 200

CO2 emission basic unit index

chievement:t-

in comparison to 200(year)
Source The Scheduled Airlines Association of Japan (Tentative Translated byco-Mo Foundation)

ontents of measures:
Introduce new high fuel e ciency airplanes
Using area navigation etc, a high-precision navigation method, to reduce ight distances and times
educe weight of loaded articles (reduce weights of cargo containers and in- ight meal facilities, optimi eamounts of fuel and drinking water)
ecover engine performance and improve fuel e ciency by cleaning engines
Working with related parties to identify issues involved in introducing alternative fuels such as biojet fuel,and considering measures for resolving these issues
upport for the creation of a recycling-oriented society
Target: Lower industrial waste nal disposal rate to 2.

or below for 2020

chievement: Industrial waste nal disposal rate in 201 was .8
ontents of measures: Promote garbage separation and reclamation, promote reuse and recycling, andselect waste processing companies with resource recycling technologies, etc.
Environmental awareness raising activities
Participation in a orestation around airports nationwide and coral planting in

kinawa and developmentof eco-tours related to the foregoing activities
In order to raise environmental awareness of children who represent the future, environment seminars
by pilots will be held.

8

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

Railway companies

The

ssociation of Japanese Private

ommitment to a Low
Target:ailways, an association of railway operators in Japan, has formulatedabon ociety” and carried out the following principal measures as part of this plan.

educe power usage base units in 2020 by .

in comparison to 2010

educe power usage base units in 20 0 by over .

in comparison to 2010

ontents of primary measures:
Introduction of energy saving cars
Energy saving trains such as

F controlled trains, which consume less power, and regenerative brake-equipped trains, which e ciently use power, are being introduced.
Rates of introduction of energy saving cars by 1

(as of Marchmajor private rail companies

Control method

11,44

Chopper control

cars

10,22

cars

2, 12cars

1, 0

cars

2

cars

Resistance control, otherCars without regenerative brakes

1

Resistance control, other2,

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

umber of reduced weight cars

VVV control
Cars with regenerative brakes,

o of cars owned

1 ,1
14,

cars

4 cars

14 cars

cars (A)

12, 0

cars

cars (B)(total of cars indicated with a )Share of energy saving cars

B A

Note
As a general rule, only commercially used cars are included (funicular lines and new transport lines are notincluded)
Note
Reduced weight cars are cars made with stainless steel or aluminum.
Source The Association of Japanese Private Railways (Tentative Translated by

Usage of energy saving systems (regenerative brakes, regenerated

co-Mo Foundation)

Power generated
by braking

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

Reducednoise trains

Long rails

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

Wind power
generation

Solar power
generation

Source The Association of Japanese Private
Railways (Tentative Translated by co-Mo
Foundation)

Measures in Response to Major Environmental Problems of the Transport Sector

Truck, bus, and ta i companies

Each industry associations have formulated voluntary action plans as environmental measures, striving topopulari e green management certi cation and promote eco-driving, etc.

■ apan Trucking Association
Target:educe

2emission basic units per ton kilometer from commercial trucks in 2020 by 22incomparison to 200 .
ontents of measures:
Promote introduction of low-emission vehicles
Provide aid for the introduction ofvehicles and diesel hybrid vehicles

Distribute pamphlets, etc. which raise awareness of replacing vehicles with low-emission vehicles
Promote eco-driving
Hold eco-driving training sessions and promote attendance at the said sessions
Distributed by data download from website energy saving driving manuals, energy saving driving
recommendations, eco-driving promotion notebooks, eco-driving promotion manuals
Promote drive recorders.
Provide subsidies for the introduction of vehicles with eco-driving management systems and/or drive
recorders, which are e ective at ensuring eco-driving
Provide subsidies for the introduction of devices which support the shutting o of engines when parked
Provide subsidies for the acquisition of vehicle-mounted heating and cooling devices (air heater, truck
battery driven coolers) which can be used continuously for long periods of time when engines are stopped
during truck driver breaks, when waiting for cargo to be loaded, etc.

0

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

■An

ample of Initiatives Implemented by Businesses Tomijima

Tomijima Unyu

nyu Co , Ltd

o., Ltd. carries out business ranging from transport, storage, loading, shipping to customs

clearance of export cargo.

Theokohama Distribution

enter has acquired areen Management

ertificate” and is tactfully incorporating various global environmental conservation elements into theirbusiness such as generous investment toward control of energy use as well as originality and ingenuity withregard to waste management and is working proactively to that end.
Acquisition of areen Management Certi cate for the Realization of Contribution to Environmental

Conservation
The objective that our company had in aiming for the acquisition of a
ontribution to Environmental

reen Management

ertificate” wasonservation.” However, enhancing energy e ciency is e ective not only in reducing

emission but also in cost reduction, making it a matter on which companies should be focused. Proper treatmentof wastes and promotion of recycling are indispensable for environmental conservation. In order to continue suche orts, we reali ed that it would be e ective to incorporate them into daily duties.

onsequently, this certi cate was

acquired so that we could create a structure and develop a system to achieve this goal.
Promoting of the Initiative in Accordance with Environmental Policies Heightened the Awareness of
Employees
In carrying out environmental activities, athorough grasp of the total energy consumption suchas electricity and fuel is extremely vital however,
we had no awareness in this regard.
reen Management

wing to theertificate” effort, an accurate

gure was obtained and suchgures were displayed

to all employees engaged in this effort at morning
assemblies and on notice boards.

By being able

nvironmental Policies
Basic Policies① L
 awsandregulationspertainingtotheenvironmentshallbeadheredtoandefforts
shallbemadetowardenvironmentalconservation.
② E
 ffortsshallbemadetoenhanceenergyefficiencywithregardtoelectricityand
fuelandtopromoteenergysavingmeasures.
③ E
 ducationandawarenessactivitiesshallbeimplementedwithregardto
environmentalconservation.
④ A ppropriatedisposalofwastesinaccordancewithlawsandordinancesshallbe
implemented,andeffortsshallbemadetopreventenvironmentaldestruction.

to see the effects of daily efforts, interest toward⑤ 3 R(reduce,reuse,recycle)withregardtopackagingmaterialsforbusinessshallbepromotedinordertoreducewastesandsaveresources.

the environment on the part of the employees was⑥ T hesepoliciesshallbeimplemented,maintainedandthoroughlycommunicatedto
allemployees.

heightened, contributing to awareness raising.

ext,⑦ Thesepoliciesshallbemadepublicoutsidethecompany.

we will introduce activities we have developed inaccordance with our environmental policies.
Reduction of Diesel Fuel
By having a

IDLI

se by No Idling Measure” sign on then- ite Parking Permit” for vehicles entering into the premises, we are urging

the reduction of unnecessary idling of vehicles. In addition, but making a sign with white ink on the wheels of forklifts,
we are endeavoring to make exceeding the speed limit obvious at a glance and are calling for all not to waste fuelunnecessarily.
In 2012, a solar power system was introduced to curtail the purchase of power to the extent possible and to achieve
reduction. The electric power generation between January andugust of 201 was , 0 kWh, covering approximately 2.0of the total power consumption. In addition, skylight windows in facility buildings was installed in order to reduce the usageof lighting and power usage was monitored by introducing a demand surveillance system. The demand surveillance system
issues a warning when the hourly power consumption exceeds the target level. There is an in-house rule to thin the lighting indesignated areas and the managers provide power-saving instructions in accordance with the rule.
e ective and the ratio of solar power to total power usage is increasing each year.

1

uch e orts have provenMeasures in Response to Major Environmental Problems of the Transport Sector

Separation and Compression of Wastes
ecyclable items and wastes are separated on-site, and recyclable items are further re-separated by machine andmade into valuable resources.

ecyclable items and wastes are compressed by a press and transported by a commercial

company. Furthermore, by compressing the waste, mass transport becomes possible, contributing to reduction in
expenses as well as transport efficiency for the transport company.

ll employees are required to take turns incarrying out the compression task so that they are motivated not to thrown trash out indiscriminately and to sense theimportance of separating trash.
Cases Contributing to Environmental Conservation
In addition to initiatives outlined under environmental policies, there are many cases which are contributing toward
environmental conservation. We will introduce some examples:teel packaging
Protective frame for transporting large cargo is being changed overfrom wood to steel. This not only contributes to protection of forest
resources but enables miniaturi ation of the package si e, aiding incost reduction for the customers as well. In addition, steel scraps are100

recyclable, thus proving e ective in waste reduction.

Provision of wood scrapss part of waste reduction measures, discarded wood scraps areprovided free of charge to neighboring public bath houses (sento) andstock farms.

Steel pac aging

Utili ation of barges (ship to transport cargo toforeign trading vessels)
Barges have 10 times the transporting capacityof trailers. They enable mass transport thus, bychanging the method of transport to the trading
vessel, from land transport to sea transport usingbarges, reduction in the environmental load may beattained.

Barges (ship to transport cargo to foreign trading vessels)

Peripheral cleaning activities

ship transporting cargo from a barge to a foreign trading bessels a corporate endeavor, we are proactively participating

romotion of environmental measures through the use of barges

in the industrial park cleanup day (once a month).
Aiming for Further Environmental Conservations future plans for activity, by promoting LED use for mercury lamps within the premises, we expect to save
approximately

million yen per year in electricity rates and achieve an energy-saving e ect ofof lamps has also been extended by approximately.

. The service life

fold, thereby raising expectations for various e ects such as

emission reduction, cost reduction and waste reduction.
Furthermore, by changing aging forklifts to the latest models that are compatible with emission regulations, antipolluting exhaust may be achieved. Moreover, we will promote new environment load reduction measures, strengthen
and promote further measures for the separation of wastes, and work towards the enhancement of education, thereby
maintaining a high awareness level on a corporate-wide scale.

2Measures by local governments, companies, citizens organizations, etc.

■ ihon Bus Association- Bus businessommitment to a Low

arbon ociety” -Target:ut

2 emission intensity in 20

0 by

in comparison to 201 .

Promote shift from use of private vehicles to buses.
peci c activity contents:
2 emission rates reduction measuresationwide promotion of eco-driving
Member companies are striving to ensure drivers thoroughly engage in eco-driving, such as by stopping
their engines when idle, and avoiding quick acceleration and quick braking. During Eco-Driving Promotion
Month, of which theihon Busssociation is a leading advocate, the association takes even more intensive

measures, such as carrying out checks of eco-driving implementation. The association is also actively
equipping buses with devices which contribute to eco-driving, such as start-stop (idling-stop) devices anddigital drive recording devices.
Promotion of introduction of high fuel e ciency buses
When purchasing new vehicles, national, local government, andihon Busssociation subsidy systems

are used to actively strive to deploy hybrid buses and high fuel e ciency buses.
Enforcement of detailed inspections and maintenance which help maintain fuel e ciency performance
Measures for promoting shifting from use of private vehicles to buses
Bus usage promotion
The association is implementing the following measures in order to improve omnibus convenience andpromote bus usage.
Populari ation of non-step buses and pleasant, comfortable buses
Promotion of installation and improvement of shared card systems and I

card systems

Populari ation of information systems such as bus location systems
ctive participation in regional measures such as ParkBus

ide and omnibus town systems

Driving environment improvement
Issuing of requests to related organi ations whenever possible regarding the creation of bus-only andbus-priority lanes, bus-prioriti ing tra c signals, the removal of illegally parked vehicles in streets usedby buses, etc.

Measures in Response to Major Environmental Problems of the Transport Sector■ apan ederation of- Hire-taxi industry

ire Ta i Associations

ommitment to a Low

arbon ociety” (voluntary action plan) -Target level:
2020 target (total volume of emissions target)educe

2 emissions by 20

in comparison to 2010.

20 0 target (total volume of emissions target)educe

2 emissions by 2

in comparison to 2010.

Basis used to establish targets:2020 target
0of taxis will consist of H s, E s, or other environmentally friendly vehicles.

2 emissions will be

reduced by reducing fuel consumption through demand and supply optimi ation.
20 0 target
0of taxis will consist of H s, E s, or other environmentally friendly vehicles.

2 emissions will be

reduced by reducing fuel consumption through demand and supply optimi ation.
peci c plans:
lobal warming countermeasures
In order to achieve hire-taxi industry target levels, the following countermeasures will be promoted andthe federation will coordinate and collaborate with national and local governments as necessary.
witchover to environmentally friendly taxi vehicles
By 2020 0 ,by 20 0 0

of taxis will consist of H s, E s, or other environmentally friendly vehicles,

and the association will encourage automobile manufacturers to speedily launch H

vehicles which use

LP gas.
ptimi ation of the number of taxi vehicles
Based on the
Passenger

ct onpecial Measuresoncerning theehicle Transport Business in peci c

ecti cation andegions”, revised initali ation of theeneralovember 201 , the federation is

promoting the elimination and suspension of vehicles in order to eliminate excess supply.
Taxi usage promotion
The federation is promoting universal driver training and cultivating high quality drivers.
The federation is striving to improve user convenience and promote taxi usage by improving taxi stands
and promoting the deployment of advanced technologies such as smartphone-based technologies.
The federation is working to expand shared taxi use and reduce the amount of private vehicle usage.
Enrichment of and P

for sightseeing taxis

The federation is striving to enrich and engage in P

for sightseeing taxis in order to reduce the usageof private vehicles on freeways and at destinations, cut exhaust gas emissions, mitigate tra c congestionand parking space shortages, and reduce the number of tra c accidents.
Multilingual audio translation system and foreign language sheets which can be used by pointing at
phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
passengers.
Improvement of operation e ciency
The federation is promoting the use ofP -M-based taxi assignment systems and advanced

technologies such as smartphone-based technologies in order to improve operation e ciency and reduce
exhaust gas emissions.
equests are being issued to related organi ations to establish and improve taxi pools in order to reduce
the amount of unoccupied taxi operation.

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

Eco-driving
The federation is working to ensure thorough stopping of engines when vehicles are stopped, preventionof excess vehicle cooling and heating, and prevention of quick acceleration and braking.
Engines are to be stopped when drivers are taking rests, naps, and washing vehicles.
reen management is being promoted through measures such as expanding the number of operatorswith green management certi cation.
The federation is promoting the stopping of engines when vehicles are stopped and the deployment of
EM (digital tachographs) in order to support eco-driving.
ce and business site measures
ir conditioner thermostats in offices and business site are set to 28 degrees or higher during thesummer and 20 degrees or lower during the winter.
Training regarding environmental measures and fuel e ciency improvements are provided to mechanics
and drivers through maintenance managers and driving managers.
Improvement of environmental issue related implementation systems
Environmental measure related policies such as carbon o set policies are considered by committees suchas technical and environmental committees.
Pregarding global warming countermeasures
The federation will use websites, posters, stickers applied to taxis, and other means to publici e the taxi
industry’s e orts to reduce

2 emissions and increase awareness among the general public regarding

the prevention of global warming.
reation of a recycling-oriented economic society
Disposable economic society will be reevaluated from the position of e ective resource utili ation, and hiretaxi operators will do their utmost to achieve the following, in order to systematically reduce waste
production, and to recycle resources.
EL s will be processed appropriately in accordance with thect onecycling, etc. of End-of-Lifeehicles.
End-of-life tires, etc. will be appropriately processed as industrial waste.
ecycling will be promoted through measures such as the proactive purchasing of recycled products.

arehouse operators

The Japanssociation ofefrigerated Warehouses is continuing its e orts to reduceenergy usage” in 201 as well, through measures such as:of energy conservation (subsidi ing 1/

ubsidy support for the promotion of investmentof project costs) and Energy conservation promotion project ofindustrial-use refrigeration and air conditioning equipment in order to achieve a
1/2 of project costs),
data related to

2 emissions andcarrying out Energy usage fact- nding studies” and2 emissions reductions, andF -free society (subsidi ing

oolant studies” to collect basic

promoting the acquisition of green management certi cations(subsidi ing part of the cost of acquiring new green management certi cations).

Measures in Response to Major Environmental Problems of the Transport Sector

Measures by citizens organizations
The expansion of lifestyles which are dependent on the use of private cars has resulted in chronic traffic
congestion and the waning of public transport. In order to create a shift from the use of private cars to public
transport, ar-free Day are taking place.
Every year cities around the world take part in Mobility Week ( eptember 1 to eptember 22), initiatives inwhich residents refrain from using their own personal vehicles in central city areas and consider the issues of
tra c and its e ects on the environment, and urban life and how to best use vehicles. These transport measuresand events, which began in Europe, have spread to roughly 2,000 cities around the world, linked by a common
objective and working at the same time in a global environmental and transport event. In 201 12 cities in Japan
participated. ( endai
Toyohashi

ity,

ity, aitama

yoto

ity,

ity,

saka

okohamaity, ushi

ity, Matsumoto

ity,

ity,

ity. The mainar-free Day event was canceled

ity, Takamatsuaha

ana awa

ity, Fukui

ity,

due to stormy weather in two cities of them.)
In addition, the non-pro t corporation, Earth Life

etwork is conducting a joint eco-drive project with hi uoka

Prefecture and various automobile-related organi ations withinssociation of hi uoka, Japanutomobile Dealers

hi uoka Prefecture ( utomobile Businessssociation hi uoka Branch, and Japan(J F) hi uoka Branch, hi uoka Prefecture Designated Driving chool

utomobile Federationssociation) by establishing the Fuji-no-

kuni Eco-de-an en’ Drive Promotion onsortium.”
Particularly with automobile dealer employees as the main target, a seminar including practical training is being
conducted for the purpose of training communicators” for fellow employees and general users. In addition, theproject is carried out on a wide scale, such as having
seminars for general customers. P
Prefectural

JT at various dealerships as the venue to hold eco-drivebooths have been placed at such events as Fuji-no-kuni Traffic afety

iti ens Fair,” collection of Eco-drive tatementards” consolidating eco-drive points is being made,and dissemination of knowledge regarding eco-drive is carried out at various driving schools with the cooperationof the Driving choolssociation.

The Denki Una uki Project Planning

ommittee was established in July 200 , and with the cooperation ofcommunity residents, it has carried out activities aimed at creating a natural energy public transport systemthat exists in harmony with the rich natural environment though measures such as small hydroelectric
generation, with the aim of achieving local consumption of locally produced energy. In July 201 the unincorporated
association became thessociation of Denki

Una uki Project.
t the Una uki Hot pring, it introduced apublic transport project using renewable

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

Park and rideto the hot spring
districtenergy such as small hydroelectric generation
and E

busses (eM-8 low-speed eight

wheel electric community vehicles, known as
EMU”). The

ssociation is working to

attract tourists to Una uki Hot pring, which

Electric vehicle
rentalhas ourished as an advanced eco-hot spring
resort as the result of this power development,
and to promote autonomous community
development from the perspective of local
consumption of locally produced energy.

The hot spring district isan electric vehicle zone

Sourceenki

Energy is provided
by small hydroelectric
generation

nazuki Project website (Tentative Translated byco-Mo Foundation)

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

Columnationwide Bus Map Summit(Bus map creation initiative by residents)
The

ationwide Bus Map ummit is held roughly once a year by theationwide Bus Map ummit Planning

ommittee, which is composed of citi ens’ organi ations and other bus map creating organi ations.
pproximately 100 people from across Japan participate in each summit, sharing the map creation expertiseof citi ens, not transport operators or administrative authorities, and engaging in passionate discussions about
the future of public transport.
List of citizen s organizations in the Nationwide Bus Map Summit Planning Commitee
RegionName

Sapporoourun

irosakiO

T Managers

Community evelopment Policy
SendaiForum
AI. ( -chome)
Tokyo (Metropolitan Area)
RAC Mobi
Niigata nvironment and Transport
Niigata
Research Society
RO A (Railway, Omnibus, icycle
Fukui
alk Machizukuri Association)
Public Transport sage Promotion
Tokai Prefectures (Aichi, ifu, Mie)
Networkakayama City Planning Council
akayama- akayama omachi
MatsueProject

OkayamaRail transport system Amenity
Community esign Association(RAC A)iroshima

Bus Map, etc.
Sapporo Super Convenient us Map
akodate Super Cool us Map
Iwamizawa Super Rice us Map

I

iroshima

RT Research Society

otto informational magazine
en Pakku Map
us Service Map
Niigata City Transport Map
Fukui Norinori Map
SNS A-N T F
Rosenzu.com
ifu City us Map, etc.
wap
oko
oko
oko

emo
emo
emo

us Netus ookus Map Sugoroku

okke Convenient us Map
Nonbe Convenient Map
us Supermap

Takamatsu

rutto Takamatsu Public Transport
Ittenmai Takamatsu City
evelopment roup

Okinawa

us Map Okinawa

Source The Nationwide

I

us Mapus Map Okinawa

us Map Summit website (Tentative Translated byco-Mo Foundation)

us maps e ample wap

everse side English
Sourceakayama City Planning Council

akayamaomachi

Measures in Response to Major Environmental Problems of the Transport Sector

4

Measures by theco Mo oundation

Implementation of the transport business reen Management (low environmental
impact business management) Certification SystemThereen Management

erti cation ystem, which objectively certi es the e orts of companies to makeenvironmental improvements, strives to encourage companies to engage in environmental efforts, andcontributes to reductions in the environmental impact of industry by fostering understanding and cooperation
between certi ed companies, society, and users. The system, with the Eco-Mo Foundation as its certifying
body, certi es and register transport operators whose environmental activities meet or exceed levels de nedin thereen Management Promotion Manual . The system was launched for the truck industry in

200 , for the bus and taxi industry inand warehouse industries in July 200 .

ctoberpril 200 , and for the passenger ship, coastal shipping, port transport,s of the end of 201 there are ,certi ed businesses and ,certi ed business sites. These are indicated as Environmentally-friendly transport operators” on the Eco-Mo
Foundation website, and each month press releases are issued to newspaper companies containing newly
certi ed businesses.
1 .

ehicles owned by certi ed truck, bus, and taxi operators account for between 11.

andof the vehicles owned by companies within Japan.

Thereen Management Promotion Manual contains specific measures for individual environmental

conservation items, based on the concepts of I

1 0 1 (an international standard for environmental

performance evaluation). They make it easy to establish targets and carry out evaluations, which in turnmake it easy to implement environmental management on an ongoing basis.
Number of vehicles owned
Certi ed Companies asof December

1, 201Companies
Nationwide

Percentage
Owned byCerti edCompanies

Notes
(Note

Trucks

,

,

,

(Note

)

) Number of vehicles owned as of the end of March. Thisincludes the number of commercial trucks (e cluding trailers).

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

uses

,

Ta is

,

,
(Note

)

,
(Note

)

.
.

(Note

) Number of vehicles owned as of the end of March

.

ased

) Number of corporate ta is owned as of the end of March.

on the Transport Statistics Collection (MLIT).
(Note

ased on information on the Japan Federation of
Associations website

8

ire-Ta i

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

■ valuations ofreen Management Certification

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

system has come to be evaluated highly, even being included as an element in government measures.
Freight owner considerations required by notices based on the Energy aving

ct

ne of the energy saving measures required of freight owners under the Energy aving

ct (enacted inpril 200 ) is the selection of environmentally-friendly freight carriers (carriers who have obtained I

1 001

or green management certi cations).
ddition of transport and delivery, chartered buses, and taxis to the procurement items speci ed in theon Promoting

reen Purchasing

The 200 basic policy on the
Eco-Friendly

ct

ct on Promoting

oods and ervices by the tate and2, 200 . It added transport and delivery
was approved by thereen Purchasing ( ct on Promotion of Procurement ofther Entities) was approved by theabinet on February

to the list of speci ed procurement items. The 2008 basic policy

abinet on February , 2008, and added chartered buses and taxis to the list. The

decision criteria are the neutral evaluation by a third party” of measures such as implementing measures forpromoting eco-driving”. In general, this corresponds with green management certi ed companies.
Transport and delivery operations within green procurement scope: Domestic correspondence, parcel
delivery, parcel post, mail express
Express inclusion in the

uidelines for theelection and Use of

hartered Buses inrder to Ensure

Transport afety”
Published: June 2 , 2012
The MLIT has formulated and issued guidelines which clearly explain the key points involved when travelcompanies, local governments, educational institutions, etc. select and use chartered bus operators.
These guidelines clearly specify green management certification” as one of the evaluation items andevaluation elements involved in comprehensive evaluation” indicated in the guidelines’ key points regarding
the selection of chartered bus operators” and key points regarding bidding, etc., for chartered bus
procurement”.
Express inclusion in therevision of theoad Transport

otice: MLIT
Transportommunity Bus Deployment

otice

,

uidelines” as speci ed in the notice regarding thectpril 10, 201

oncerning the

pproach of the MLIT toegional Public

ouncils”

The notice clearly states that the perspective of environmentally consciousness” is to be included by cities,
towns, or villages, etc. when selecting community bus operators, and specifies acquisition of Eco-Mo
Foundation

reen Management

ertification or I

1 001 certification” as a means of evaluating thisenvironmental consciousness.
elaxation requirements for uperior Hybrid

ehicles andehicles deployment subsidy systems

In order to promote the greater use of low-emission vehicles, the MLIT provides systems for partial
subsidi ation of the difference in prices between low-emission vehicles and standard vehicles.

ubsidyrequirements such as eet si e limitations are relaxed for truck transport operators who have received thereen Management

erti cation.

erti cation acquisition subsidy systems

Measures in Response to Major Environmental Problems of the Transport Sector

Local governments:
8 organi ations ( huo-ku, Tokyoity,hinjuku-ku, Tokyo

anagawa Prefecture Ina

ity,umida-ku, Tokyo

agano Prefecture

hiojiri

atsushika-ku, Tokyoity,okohamaagano Prefecture and a local

governments)
Industry groupJapanssociation of(Hokkaido,

efrigerated Warehouses andomori Prefecture, Iwate Prefecture,

Prefecture, Tochigi Prefecture,anagawa Prefecture,
Prefecture,

prefectural Trucking

hi uoka Prefecture,

Hyogo Prefecture,amanashi Prefecture,hiba Prefecture, Tokyo Metropolis,

agano Prefecture, Fukui Prefecture,ichi Prefecture, Mie Prefecture,higa Prefecture,ara Prefecture, Wakayama Prefecture, Tottori Prefecture,

Hiroshima Prefecture, Tokushima Prefecture,agasaki Prefecture,

umamoto Prefecture,

Implementation of theCertification Systemcellent

agawa Prefecture,

co Commuting Businesserti cation

ifu

saka Prefecture,

kayama Prefecture,ochi Prefecture, Fukuoka Prefecture,

ita Prefecture, Miya aki Prefecture,

The Excellent Eco- ommuting Business Establishment
June 200

kita Prefecture, Fukushima Prefecture, Ibaraki

unma Prefecture, aitama Prefecture,iigata Prefecture,ssociation

agoshima Prefecture)stablishment

ystem has been implemented since

to certify business establishment which actively promote eco-commuting, widely sharing

information on their e orts in order to promote greater adoption of eco-commuting.
The

onference on Promotion of Public Transport, consist of various transport operator organi ations,

economic organi ations, related government bureaus, and other organi ations, acts as its certi cation body.
The MLIT and the Eco-Mo Foundation jointly operate the certi cation system as the secretariat. By the endof December 201 ,business sites have been certi ed.

erti ed business sites implementing best measures may also be recommended for MLIT awards. In 201
Ehime Prefecture was selected as the winner of the 201
Implementing Tra c- elated Environmental

Minister’s

onservation E orts”

Measures implemented by Ehime Prefecture「Ｅ列車・バスで行こう」推進事業の概要



１ 目 的
公共交通の利用促進を図るため、これまでの利便性向上のための取組みだけでなく、県民に直接公共交
通の利用促進を訴え、県民が公共交通の重要性・必要性への理解を深めることにより、マイカー偏重のラ
イフスタイルからの意識改革を促す施策として、「Ｅ列車・バスで行こう」推進事業を実施する。
．
．
．
※Ｅ列車・バスの「Ｅ」 → えひめ(EHIME)、エナジー(ENERGY：元気)、エコ(ECO：環境)のＥ

２ 事業の内容（1）愛媛県公共交通利用推進宣言 ＜実施主体：県＞○内 容
安全で安心できる交通社会、自動車（自家用車）と公共交通が互いに共存したバランスのとれた社会づくりに向けて、県民・行政・交通事業者等が共に考え、連携、協働して地域の公共交通を育てる。
愛媛県では、公共交通を地域社会に欠かすことのできない「みんなの足、県民の足」として明確に位置づけ、本県の公共交通利用を強力に推進していくことを宣言する。
○時 期
平成 18 年 8 月 22 日（知事）（2）ノーマイカー通勤デーの実施 ＜実施主体及び参加者：県、市町、県内企業、一般県民ほか＞○内 容
ノーマイカー通勤デーを設定し、通勤時におけるマイカー等（バイク・原付を含む。
）利用
から徒歩、自転車または公共交通機関利用への転換を実践することにより、過度な自家用車
利用から公共交通を利用するライフ・スタイルへの転換を図る。
○時 期
第１回：平成 18 年 9 月 22 日(金) [県下統一ノーマイカー通勤デー]
第２回以降：毎月 1 回 ［県は第 4 水曜日、市町・企業・県民は任意に定めた 1 日］
○地 域
県下全域
○参加者
県、市町、県内企業、一般県民 等○その他
参加者に対するサービス提供（協賛店）（3）公共交通利用促進優良企業の認定 ＜実施主体：県＞○内 容
公共交通の利用促進に関する取組みを通じて、社会に貢献する企業、団体等を優良企業として認定し顕彰する。
○時 期
第１回認定：平成 19 年 3 月 22 日
第２回認定：平成 20 年 3 月 25 日
第３回認定：平成 21 年 3 月 26 日
第４回認定：平成 22 年 3 月 25 日
第５回認定：平成 23 年 3 月 24 日
○対 象
県内に事務所または事業所のある企業、団体等
○要 件①ノーマイカー通勤デーヘの積極的な参加②公共交通利用促進マネージャーの設置③利用促進に関する具体的な取組みの実施

３ 年次別の取組実績
年度
18 年度

取
組
実
績
公共交通利用推進宣言、ノーマイカー通勤デーの実施（第１次重点地域：松山圏域）
優良企業の認定（５社）：伊予銀行・愛媛銀行・ﾃﾚﾋﾞ愛媛・松山市社会福祉協議会・松山全日空ﾎﾃﾙ
ノーマイカー通勤デーの実施（第２次重点地域：西条・今治圏域）
優良企業の認定（３社）：愛媛県社会福祉協議会、佐川印刷、ひめぎんｿﾌﾄ
20 年度 ノーマイカー通勤デーの実施（第３次重点地域：八幡浜・宇和島圏域）
優良企業の認定（３社）：東京第一ﾎﾃﾙ松山、東ﾚ･ﾌｧｲﾝｹﾐｶﾙ 松山工場、はと観光
21 年度 ノーマイカー通勤デーの実施
優良企業の認定（３社）：愛媛信用金庫、ｷｮｳｴｲｱﾄﾞｲﾝﾀｰﾅｼｮﾅﾙ 松山出張所、四国ガス
22 年度 ノーマイカー通勤デーの実施
優良企業の認定（２社）：伊予鉄会館、太陽石油 四国事業所
23 年度～ ノーマイカー通勤デーの実施
19 年度



0

ward for Excellent BusinessMeasures by local governments, companies, citizens organizations, etc.

Promotion of eco driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementationof 1 transport related organi ations), established based on the results of theyoto in 1

ouncil (consist

P to the U F. It also carried out various unique eco-driving promotion activities. ince

” held inpril 200 it has o eredtruck eco-driving training certi cation, and then passenger vehicle eco-driving training from eptember 2008,
and presents students who have successfully completed training at certi ed organi ations with completion
certi cates.
ince 2011 it has also held the Eco-Drive
Liaisonommittee (consist of theouncil.

ince 201

ctivityontest” with the support of the Eco-Drive Promotion

P , METI, MLIT, and M E) and the Eco-Drive Promotion Implementation

Minister of Land, Infrastructure, Transport and Tourism

category) and Minister of the Environment

ward (transport businessward (general category) have been conferred, and the award

ceremony for top winners was held as part of the 201 Eco-Drive ymposium” onovember 2 .

Accumulated number of completed certi cates issued

3

201

Eco-Drive Activity Contest award ceremony

1

Contest leaﬂetMeasures in Response to Major Environmental Problems of the Transport Sector

Promotion ofThenvironmentally Sustainable Transport ( ST)E D has proposed Environmentally ustainable Transport (E T) (see page 0), and organi ations such

as Japan’s MLIT have implemented E T model projects. In order to achieve greater use of E T by local
governments and transport operators, since 200 the Eco-Mo Foundation has worked with academic experts,
related groups, E T related ministries and agencies, and other organi ations to promote E T.
In 201 the Eco-Mo Foundation collaborated with theegional Transport Bureau in holding workshops for

local governments and transport operators (E T Emergence eminars) in HadanoUbeity, andity. In addition to these workshops, tours and review sessions were also held as part of a three day

personnel development training session (theEnvironment
WILLE Tth such session) in

ana awaity. Theth E T transport

wards, recogni ing exceptional regional transport environment e orts, were also held. In 201
I, Inc. anditainki Tango ailway orporation, ouncil for Life and Transport Improvement

Plan received the MLIT’s Ministeron

ity, Wakayama

ward, and Fukui Prefecturalars received the M E’s Ministerssembly forreating a ocietyoteliantward. The awards ceremony was held as a part of the 11th E T

Promotion Forum, a symposium, in Tokyo, and the awards were also publici ed on the E T portal site (http://
www.estfukyu.jp/), email newsletters, and Twitter (https://twitter.com/ /o ceE T).
th EST Traﬃc Environment Award results
Award

Recipient

Name of Main Project

rand Prize

Minister of Land, Infrastructure, Transport
and Tourism Award
yoto Tango Railway s initiative in aiming to
ILL R TRAINS, Inc. and ita inki Tango achieve a user and environmentally friendly
Railway Corporation, Council for Life and regional railway.
Transport Improvement Plan

rand Prize

Minister of the nvironment Award
Fukui Prefectural Assembly for Creating a Creating a society not reliant on cars.
Society Not Reliant on Cars

Outstanding
PerformanceAwardimeji City

Incentive Awardiryu Saisei, Inc., Think Together
niversity, iryu City

Incentive Award

Teshikaga Regional Public Transport
Revitalization Council

Incentive Award

orts to develop a imeji City Comprehensive
Transport Plan focusing on public transport.
,unmaorts to develop environmentally friendly lowspeed electric buses and the promotion of wide
use thereof.
Teshikaga

co-Passport Project

Promotion of an eco-transport system to reduce
environmental load.

awasaki City

Tango-no-umi Train, Miyagawa Bridge(Oe Oe High School Mae)

Mutual use of tracks by diﬀerent railway
operators (Fukui City)

2

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

Promotion of mobility management education (transport environment education)

In order to promote transport environment education, the Eco-Mo Foundation provides support to local
governments and elementary and junior high schools, creates centers for ongoing education, publishes educational
manifestos to serve as guidelines, publishes textbooks, and engages in other education promotion activities.
egarding support for the local government, support will continue to be provided for Fujisawa ity and yoto
ity, and support has begun to be provided for higa Prefecture from 201 . In addition, support for Fujisawa
ity and yoto ity will be discontinued, and promotional activities will commence from 2018 to make this acitywide initiative.
upporting local government initiative
Fujisawa ity: This education has been implemented in 2 model schools, and a Fujisawa ity Implementation
Manual for Mobility and Management Education (Transport Environment Learning)” has been prepared whichsummari es the e orts made in the model schools over the past years.
yoto

ity:

program adapted to regional characteristics has been prepared and implemented at themodelschools, and in March, 2018, a presentation was held summari ing the results of the initiative.
higa Prefecture: part from the delivery seminar conducted primarily by the prefecture, a learning program
was considered to achieve the establishment of a program relevant to the subject which facilitates lesson
preparation by the instructor.
upport for schools has been provided to the following 1 schools.
Names of supported schools and educational themes
SchoolTheme

Subject

ijidai lementary School,
Mitoyo City ( agawa Pref.)

Challenge
plan

Ashiro lementary School,
igashi Miyoshi City (Tokushima Pref.)Transport infrastructure acceleration plan based on
the e pressway SA within the school district

Integrated Studies

Mamigaoka Junior igh School,oryo City (Nara Pref.)Proposal for tourism revitalization ofusing public transportLife

odaira ai
th lementary School,
odaira City (Tokyo)
Minamikata lementary school,agoshima City ( agoshima Pref.)oshisha Junior igh School,
igh School ( yoto Pref.)Our Tokyo

Furusato ( ometown) Transportco-oryo City

tensive transport network

Social Studies

nvironment Studies

Social Studies

Integrated learning Let s make environment news

Integrated Studies

iden

Special Activity

achimanmae Station Project

Oshio lementary School,
chizen City (Fukui Pref.)JR okurikusen Oshio Station Child Stationmaster
Poppo-ya Project

Integrated Studies

Minato lementary School,akayama City ( akayama Pref.)Let s learn about various vehicles and trains withconsideration to the environmental improvement of
MinatoIntegrated Studies

yowa lementary School,
onjyo City (Saitama Pref.)ehicle e plorationLifenvironment Studies

Sapporo lementary School
Attached to okkaido niversity of ducation( okkaido Pref.)Implementation of mobility management educationin rd grade elementary school social studies

Social Studies

Shumei achio Junior igh School
Attached to Shumei niversity Faculty ofTeachers ducation (Chiba Pref.)Our proposal for the safety and security of bus
stops

Integrated Studies

Okagata Junior(Niigata Pref.)Okagata Future Planning Conference

Integrated Studies

igh School, Niigata City

Neyagawa Shien School, Osaka(Osaka Pref.)Train use learning and on-train learning
on a train

Let s goSelf-learning

Measures in Response to Major Environmental Problems of the Transport Sector

Regional promotion of the smooth mobility of foreign tourists

In March 200 , the Japanese government formulated a Tourism
a medium- to long-term goal for the touris

ision to upport the Future of Japan” aspolicy. Under this goal, speci cgures of 0 million inboundtourists and 8 trillion yen in travel consumption by foreign tourists in 2020 and 0 million inbound tourists and1 trillion yen in travel consumption in 20 0 were presented. In order to achieve such goals, various e orts
and numerical targets have been set, such as opening up of public facilities such as
uest House) andyoto tatekasaka Palace ( tateuest House”, improved access to tourist destinations,” and making Internet

reservations possible for major transport facilities from overseas.”s a result, in 201 , the number of inbound tourists exceeded 2 million and the number of foreign tourists
are increasing each year.

n the other hand, foreign independent tours (FIT) in which travelers makeindependent airline and accommodation reservations are increasing and the need for an improved
environment to enable smooth and comfortable mobility for such independent travelers is an urgent issue.
Transition of inbound foreign tourists

Form of travel of foreign tourists(million)(year)

2014

7.3%
15.3%

Group tour

46.7%

10.1%
2015

20.3%

Independent
tour withpackage tour

69.2%

9.4%
2016

(year)

Sourceapan

ational ourism Organi ation

16.1%

0%

O

20%

40%

60%

80%

100%

Sourcennual eports of the onsumer rends ofnbound oreign ourists issued by the ourism gency

However, in conjunction with the advancement of motori ation inparticular, accessibility of the public transport system, secondly
transport modes in Japan have declined due to the reduction anddiscontinuation of the services. In addition, the method of getting on
and off public transport varies according to the region and theinformation signs are not available in multiple languages, making

Transition of inbound foreigners
using rental cars
(million)
80

60
50

travelers from other regions. Moreover, various problems are on the40

increase, such as fatal accidents caused by foreign drivers in

30

conjuction with the increase in car rentals and providing pickup

20

services for a fee without a business license.
Thus, from 201 , we are supporting various groups in their e orts
related to improvements in transport systems and guidance
information as well as widely disseminating such progressive
initiatives, thereby embarking on an endeavor to create an

70.5

70

mobility difficult not only for foreign tourists but also for domestic

environment facilitating the mobility of foreign tourists.

Independent
tour

74.5%

4-fold increasein 5 year

50.1

34.5
26.7
17.9

10
0

2011

2012

2013

2014

2015

*Foreignpassengers
passengersdeparting
departing fromfrom thethe airport
airport using
using scheduled*Foreign
scheduledinternational ﬂights (estimate)international flights (estimate)
Source: International Airplane Passenger Survey
Source: International Airplane Passenger Survey(Civil Aviation Bureau [CAB])(Civil Aviation Bureau [CAB])

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

Inpril, a public o ering was held for support groups and there were 22 applications from around thecountry.

s a result, theommittee for the Promotion of mooth Transport for Foreign Tourists inariousegions” ( hairman: Haruo Ishida, pecially-appointed Professor of University of Tsukuba) which was formerly
established within this Foundation, selected 2 groups. We aim to achieve the initiatives of these 2 groups overthe next

years by providing support in the areas of funding, know-how and consensus-building.

2 selected support group and their projectroup
Tokachi istrict
Intermodal Passenger
Transport Revitalization
Promotion Council

Project and summary
Tokachi

istrict Project for the Smooth Transport of Foreign Tourists.

Focusing on buses and ta is, multiple language signs at bus stops and on websites will be created andtour plans for foreign tourists using intermodal passenger transport will be made.
In addition,communication tools of drivers to cater to foreign tourists will be developed.
Miyoshi City Sennen-no-kakurenbo Smooth Transport Project for Tourist Areas

Miyoshi City

Cooperation with accommodation facilities, community groups and tourism associations will be establishedto improve intermodal passenger transport signs at stations and to prepare tour maps around the station
for foreign tourists. In addition, considerations will be given to the introduction of on-demand e cursion
ta is to cater to foreign tourists.

co Products 201

hibition

The Eco-Products Exhibition, held annually since 1

in order to promote environmentally-friendly

products and services, is a comprehensive environmental exhibition held at Tokyo Big ight. It is one of thelargest-scale exhibitions in Japan, attended by business persons, members of the government, and general
consumers.
The Eco-Mo Foundation has operated booths at the exhibition featuring videos and panels explaining thecurrent state of the global warming issues related to the transport sector, global warming countermeasures,and the activities of the foundation.
(Eco-Products 201 data: Exhibitors: 1 companies and organi ations.
Foundation booth visitors:

pprox. , 00)

isitors:

pprox. 1 0,000. Eco-Mo

Measures in Response to Major Environmental Problems of the Transport Sector

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

ne global warming countermeasure is the use of carbon o sets”, which eliminate or absorb greenhousegasses to compensate for emissions made elsewhere as the result of the usage of products or services.
Product or service users or providers bear the costs of purchasing emissions rights produced elsewhere tocompensate for their emissions. In the transport sector, carbon o sets are already being used by airlines, rail
operators, bus operators, taxi operators, truck operators, and travel companies.
arbon o sets don’t only highlight the e orts being made by the companies which use them to prevent
global warming, but they can also promote voluntary greenhouse gas reductions across a wide spectrum ofusers, including individuals. They also serve to provide funding to projects for reducing or absorbing
greenhouse gasses.
In order to promote greater usage of carbon o sets by the transport and tourism sector, in December 200
the Eco-Mo Foundation established the Transport and Tourism

arbon

set upport ystem.” This system

reduces the burden placed on companies in introducing carbon offsets for transport and tourism related
services, and makes it possible to calculate

2 emissions and purchase emissions rights via the web. The

system is already being used by local government transport bureaus and a wide range of companies, including
major private rail operators, bus companies, taxi companies, truck companies, and tourism companies.
Example of carbon oﬀsets using the support systems

Implementing company okusai Motorcars
Name nvironmentally-friendly ta i standOverview A ta i stand e clusively for ta is from okusai Motorcars, part of the M roup,
was set up at the main Isetan location in Shinjuku, and the CO emissions for thebase fare distance ( km) of each ta i trip departing from the ta i stand was o set
by the company

Ta i standLeafletMeasures by local governments, companies, citizens organizations, etc.

se of electric compact low speed vehicles within communities and sightseeingareas

The waning of public transport in provincial regions of Japan has produced a greater environmental impact
as the result of growing use of personally-owned vehicles and created mobility problems for senior citi ens
unable to drive.
Electric compact low-speed vehicles have little environmental impact and can coexist harmoniously withpedestrians due to their low maximum speed of under 20km/h. Hopes are high for the potential these vehicles
have to address environmental impact and reduced senior mobility problems when used for living activities
within communities and as a means of transport in tourist destinations, helping achieve an even lower carbon
society.
However, there has been little research regarding the use of electric compact low-speed vehicles.

olf carts

have been permitted to drive on public roads since 201 , and societal pilot tests have finally begun, butnecessary information has yet to be shared by related parties within Japan, so starting from 201 studies arebeing conducted of cases of actual electric compact low-speed vehicle usage. The use of golf carts in Wajima
ity andfunatoity has been observed, promotion scenarios for a range of uses have been studied, and theresults have been presented in a seminar in 201 .
In 201 , looking ahead to potential personal uses of small electric low-speed vehicles, a survey of personal
uses of small electric low-speed vehicles in the Unitedtates was conducted, and preparations fordemonstration experiments to be carried out in 2018 were made.

ajima City

SA(Calfornia Santa Catalina Island)Measures in Response to Major Environmental Problems of the Transport Sector

Publication of Transport andnvironment inapan

The Foundation has published Transport and Environment in Japan,” which provides basic data and thelatest countermeasures against the environmental problems and challenges of the transport sector (global
warming, air pollution, waste, recycling, sea pollution, noise, etc.), as well as introducing the activities of local
governments, businesses, citi ens’ groups, the Eco-Mo Foundation, and more.

ince 201 an English version

has also been published to showcase Japan’s transport environment measures and countermeasures overseas.
(The English version can be downloaded from the Eco-Mo Foundation website.)Transport and Environment in apan 201

Transport andEnvironment
in Japan2017

Publisher
Foundation for Promoting Personal Mobility
and Ecological Transportation

8

1 Noise related measures

Measures in Res onse to Other n ironmental ssues
1
1

Automobile noise countermeasures
study of motor vehicle noise environmental standard compliance status conducted in 201 found that of

the 8,18 , 00 homes studied,

2. 00 ( .8 ) homes had motor vehicle noise levels which exceeded

environmental standards either during the day ( :00 a.m. to 10:00 p.m.), at night (10:00 p.m. to :00 a.m.), or
both. 2, 00 homes ( .0 ) exceeded environmental noise standards both during the day and at night.

f the ,

0, 00 homes in areas along major arterial road,noise standards during the day, at night, or both.

8,200 (10.

) homes exceeded environmental

f those, 1 1, 00 ( .0 ) homes exceeded environmental noise

standards both during the day and at night.
hanges in the compliance of environmental noise standards must take into consideration changes in thehomes investigated each year, but within the reported scope there appears to have been a gradualimprovement over time.
Broken down by road type, the largest share of homes in areas exceeding environmental noise standards
either during the day, at night, or both were located near general national highway.
located in these areas, 2 ,800 homes (10.

) exceeded environmental noise standards.

This information is provided together with corresponding maps on theMap (Environmental

I Motorehiclef the 2,2 8, 00 homes

oise urvey

ationwide Motor

eport) website, operated by theehicleational Institute forEnvironmental tudies ( IE ).
Nationwide Motoroiseehicle Noise Map

Source NI S

Measures in Response to Other Environmental Issues

2

Rail noise countermeasures

With regard to hinkansen noise, relevant administrative authorities and companies have implemented socalled

decibel measures” in order to bring noise levels in dense residential areas along hinkansen lines toor below environmental noise standards (primarily residential areas:
commercial or industrial areas:
Four stages of

0 decibels or below, primarily

decibels or below).

decibel measures have been implemented. The stage

study found that only one of themeasurement sites in the areas where the measures were implemented had a noise level which exceeded
decibels.

ome of the areas where the measures were not implemented still do not meet thestandard, so

decibeldecibel measures” will continue to be implemented in order to achieve environmental noise

standards.
hinkansen noise countermeasures include raising noise barriers, installing pantograph covers, and reprofiling rails to prevent the actual production of noise. When these measures are insufficient to meetenvironmental noise standards, subsidies are provided for performing soundproo ng on existing houses.
In the case of conventional railway line noise countermeasures, in accordance with theountermeasureuidelines

egarding theew Installation or Large

cale Modification ofoise

onventional

ailway Lines”, railway operators are instructed to implement measures to ensure that noise levels do not
exceed speci ed values for newly installed lines, and to ensure that noise levels are reduced when performing
large scale modi cation of existing lines.

Aircraft noise countermeasuresircraft noise countermeasures in Japan can be broadly
categori ed into source control, improvement of the airport
structure and environmental measures in areas
surrounding airports.

Eco-airport conceptual diagram
Surrounding environment measures and countermeasures
In order to reduce or eliminate the eﬀects of noise, soundprooﬁng construction, etc., is implemented for homes and schools, etc.,
and green space improvements are made to both improve living environments and act as global warming countermeasures. Eﬀorts
are also made to establish and maintain new noise auditing facilities and to promote the use of relocation compensation sites

being implemented in a balanced way according to theAirfront Oasis

Distribution
facilities and stores

Noise berm

ombinations of these measures are
City planninggreen space

Water quality
management

characteristics of each airport.

Improvement ofsilencing facilities

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

Introduction of
low-emission
vehiclesoperation method and restrictions on departures andlandings.

s a result of advancements in noise reduction

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

Introduction ofalternative energy
sources

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

technology, the latest aircrafts can achieve an

Source MLIT (Tentative Translated byco-Mo Foundation)

approximately 0dB noise level reduction in comparison toaircrafts 0 years ago.

s for improvement of the airport structure, e orts are being made to open o shore airports where thee ects of noise are minimal, as well as to install sound-insulating walls.
With regard to environmental measures in areas surrounding airports, based on the
Damageaused byircraftoise in

reas

round

irports ( cto. 110 of 1

ct on Prevention of), subsidies for noise

prevention works in residences and schools are being granted and development of green belts, etc. is being
carried out.
The Eco- irport

uidelines were established in order to assist with environmental protection and creation

for airports and their surrounding communities. Based on these guidelines, eco-airport design is being
implemented in airports through measures such as the creation of environmental plans for airports and theirsurrounding areas, and through support for the installation of80

round Power Units ( PUs).

2 Sea pollution countermeasures2
1

Large scale oil spill countermeasures
ne of the major factors behind the large scale oil spills in recent

Coverage scope of system oflarge dredging and oil reclamation
ships

years is the existence of ships which do not meet the standards set
forth in marine safety and sea environmental conservation treaties

3 ship oil recovery
areas(sub-standard ships). In order to eliminate these ships, Japan is

HakusanSeiryu Maru
Kaisho Maru

Hakusanparticipating in international efforts such as the creation of aninternational ship database (E U
state control (PI ), as well as enhancing port

Niigata
Nagoya) by performing onboard inspections of foreign

Kitakyushu

vessels stopping in Japanese ports con rming that they meet treaty

Seiryu Marustandards.

Kaisho Maru

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

government, for checking that flag state governments are fulfilling
their duties to monitor and supervise ships own under their ags wasapproved at the 200 IM

Source MLIT (Tentative Translated byco-Mo Foundation)

general meeting as a voluntary system.

Based on the e orts that followed, this system was made mandatory from January 201 .
Japan maintains three large dredging and oil reclamation ships to quickly reach and clean up oil spills in theseas around Japan, and in accordance with the

ct on the Prevention of ea Pollution, a joint public-private oil

pollution prevention and cleanup system has been created. Furthermore, Japan,
andepublic oforea,

ussia have established a collaborative system for cleaning up large spills of oil or ha ardous substancesin the ea of Japan, the akhalin area, and the ea of
coordination is being strengthened through theof the Marine andHa ardous and2hina, thection Plan for the Protection, Management and Development

oastal Environment of theoxious ubstances (H) pillkhotsk. The system of international collaboration andorthwest Pacificegion (WP P)

egionalil andontingency Plan” (2008).

Countermeasures against harmful a uatic organisms in ballast water
rganisms such as plankton in ship ballast water (sea water used to weigh empty ships for greater safety)

can contaminate areas where they are not normally found when ballast water is purged, harming the local
ecosystem as well as having negative e ects on human health and economic activity. In February 200 theInternational Maritime

rgani ation (IM ) adopted the Ballast Water Management

onvention in order toregulate ballast water countermeasures using a consistent global standard. Japan became a party to theconvention ins ofctober 201 .

ovember 201 nine ballast water management systems have been approved. The rst unit of the

JFE Ballastce”, a ballast water processing system developed by JFE Engineering

orporation andcommercially released after being the rst system to receive model approval by the MLIT, was installed inugust 2010 in the Emerald Leader, a vehicle carrier owned by.

are also being earnestly implemented. These include the FineBallast
system, jointly developed by Mitsui Engineering

ther ballast water countermeasureso one-based ballast water processing

hipbuilding, the Japanve other companies, which received approval by the MLIT in June 2011.

81ssociation of Marine afety, andMeasures in Response to Other Environmental Issues

3s part of air pollution control measures, in order to reduce the emission of sulfur oxides ( x) andparticulate matter (PM) from ships, sulfur concentration in fuel oil is being regulated on a global scale. This
regulation reduces the sulfur contained in fuel oil of ships in stages, and regulation levels will be set according
to general sea areas (all sea areas) and designated sea areas ( orth ea, Baltic ea, etc.). Due to revisions in
the International onvention for the Prevention of Pollution from hips made in 2008, the regulation level ofsulfur in fuel oil in general sea areas (present level .
or less) will become 0.
or less from 2020. Based on
the global demand estimate prepared by IM of oil that meet the regulations, it was determined that thecontracted nations would determine whether or not ships are compatible with the regulations.
ccording to
the revision, if proven incompatible, the regulations will enter into force from 202 .
t the 0th Maritime
Environment Protection ommittee (MEP 0), the starting period of the regulations was deliberated based on
the revised clause, and it was determined that the regulations would enter into force from 2020.
In response to the above, the Pollution Prevention and esponse (PP ) ommittee which is under MEP
and which considers more technical matters, is steadily implementing these regulations and are moving
forward in considering uniform measures to implement these regulations in order to secure impartial
competitive measures in the maritime transport industry. In Japan, a Liaison and oordination onference”
with participants from the maritime transport industry, petroleum industry and relevant ministries such as
Ministry of Infrastructure, Transport and Tourism (MLIT) and Ministry of Economy, Trade and Industry(METI) has been launched. Through this conference, in-depth discussions are held through informationexchange and opinion exchange with relevant parties so that both industries may smoothly manage thetightening of these regulations.
International regulations aimed at reducing sulfur oxide (SOx) and particulate matter (PM) emissions• Air pollutants (SOx, PM, etc.) cause health impairments such as respiratory disorders, so countries implement their own land emissions source and mobile
discharge source regulations.
• Emissions from ships, both coastal and ocean-going, are globally regulated by
the International Maritime Organization (IMO) under the International Convention
for the Prevention of Pollution from Ships (MARPOL Convention).
• The amount of SOx and PM in ship emissions gasses is dependent on the sulfur
content of the fuel oil, so restrictions are placed on maximum sulfur content
concentration (%). Regulations are strengthened in stages for general sea areas
and designated sea areas (ECA: Emission Control Areas).
• Under the 2008 revisions to the convention, the general sea area 0.5% restriction is specified as going into effect from January 2020, but the following
revision conditions are stipulated.

2008 MARPOL Convention Revisions
MARPOL Convention
Generalsea areas(class C heavy oil)
(Regulationcompliant oil)

Designatedsea areas (ECA)(equivalent toclass A heavy oil)(equivalent to light oil)(Ref.) Chinese ECA– Based on IMO forecasts of global demand for restriction-compliant oil, signatory countries are to determine if ships are regulation compliant, and, if they
are not, the regulations are to be reviewed and to go into effect from 2025.

All ports within ECAWithinports

ECA ocean areas

Sea areas set as ECAs to which
non-IMO approved domestic rules
apply (three sea areas)→Bohai Sea, Yangtze River Delta,
Pearl River Delta• In October 2016, the IMO committee deliberated regarding the timing of theinitiation of regulations given the revision conditions, and decided that the regulations would go into effect from January 2020.

Deliberate after
observing results* There are currently only two IMO-approved designated sea areas (ECA), as indicated below. All other sea areas around the globe are considered general sea areas.
North Sea/Baltic Sea ECA

North America US Caribbean ECA

NorwayHelsinki

Oslo

UK

North America ECA (200 nautical miles)

Edinburgh

Hamburg

US Caribbean ECA

Den HaagLondonTallinBaltic Sea

BerlinAmsterdam

Germany

Paris

Gdańsk
Warszawa

PolandPraha

Kraków

Source MLIT (Tentative Translated by

82

St. Petersburg

Estonia

LatviaLithuania

Denmark

DublinIreland

Stockholm
Göteborg

North Sea

FinlandSwedenSmolensk
Vilinius
Minsk

Balarus
Lviv

UkraineKiev

co-Mo Foundation)

4 Chemical substances countermeasures4
1

io in, etc countermeasures

Dioxins are produced when garbage and other

Dioxin, etc. countermeasuresmatter are burned. There are concerns about the harm

Dredging

these chemicals cause to the human body. The MLIT

Dredgedsediment（slurry）

Cycloneseparator

is studying dioxins and implementing countermeasures,

Vibratingstrainermonitoring marine pollution conditions, and carryingout other measures by establishing a Fundamental
Policyegarding

ountermeasures

gainstediment

Dioxins, technical guidelines concerning the removal of

Sand andstones

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

environmental standards for sediment, and revising theediment Dioxin

ivers, Lakes, etc.” (theTechnical

uidelines

ountermeasures foriver Manual) and theegarding

ountermeasures for Ports” (the Port

2

Intermediate
processing
Mechanicaldehydrator

Dehydrating
assistantMechanicaldehydration

Mud Slurrytank tank

Dehydrated
soil

Eﬀective use of separated sand

Reduction of volume of dredged sediment
Dried polluted
soil

MeltingHarmless slag

Melting
1400℃

sediment in ports with dioxin levels exceeding
Manual ofFine particles

Slag
Melting method
Polluted dredged sediment isbroken down and rendered harmless

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

Source MLIT (Tentative Translated by co-Mo
Foundation)

ediment Dioxin
uidelines).

ndocrine disruptors countermeasures

Endocrine disruptors (environmental hormones)

Endocrine disruptor website

disrupt the endocrine systems of people and wild
animals, producing a number of adverse e ects such as
reducing sperm counts.
The need for countermeasures in response to theseendocrine disruptors is growing year by year. In
eptember 2008 the International
ontrol of Harmful

onvention on thenti-fouling ystems in hips ( Fonvention) went into effect. This global convention
completely prohibits the use of ship hull antifouling
paint containing tributyltin (TBT), an endocrine
disruptor. The convention prohibits new application of
TBT paint, and requires ship owners to completely

Source Ministry of ealth, Labour and elfare(Tentative Translated by co-Mo Foundation)

remove all TBT paint already applied to ships, or to coat painted portions with a protective layer which
prevents leaching of TBT into seawater.

ll foreign ships entering Japanese ports are prohibited from using

TBT hull antifouling paint, so when the MLIT actively includes monitoring for TBT hull antifouling paintusage as part of its port state control (P) monitoring of whether arriving foreign ships are in conformancewith international conventions regarding marine safety and marine environmental conservation, with the aimof eliminating foreign ships on which toxic hull paint has been used.

8

Measures in Response to Other Environmental Issues

Asbestos countermeasures

Asbestos countermeasurepamphletsbestos, used in various facilities, such as warehouses and storage
sheds, present a life-threatening ha ard. The buildings constructed in the1

0s and onwards, when large amounts of asbestos were imported, arereaching the ends of their lifespans and will be dismantled, so it isimportant to implement preemptive measures to prevent this work from
causing public harm.
The MLIT is following up on the status of asbestos removal andscatter prevention measures for facilities under its jurisdiction in orderto advance the removal of asbestos from existing buildings. In addition,measures for removing spray-applied asbestos insulation in existingbuildings are being promoted though activities such as subsidies forresidence and building safety stock formation operations and local
housing subsidies.
In conjunction with revisions to the Building tandards

Source MLIT

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

4

PRTR(Pollutant Release and Transfer Register) system

There is growing interest around the world in environmental

PRTR pamphlet

pollutants such as environmental hormones and new chemical substances
produced by high-tech industry. In 1

2 the U

onference on

Environment and Development (Earth ummit) indicated the need for asystem for managing the discharge and movement of ha ardous
chemicals in order to reduce their inherent risks.
In response, in 1

Japan formulated theeleasepeci cmounts ofhemicalct on

on rmation, etc. of

ubstances in the Environment

and Promotion of Improvements to the Management Thereof (P T
Law). This act de nes a system for con rming, tabulating, and publicly
releasing data on which of a wide range of ha ardous chemicals havebeen produced, by whom they were produced, how much of thechemicals have been released into the environment, and how much of
the chemicals have been taken o from company properties in the form

Source M TI and MO

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

8

Ozone layer destruction prevention

The o one layer which envelops the earth plays an important role in protecting life on earth by absorbing
harmful ultraviolet radiation. When this o one layer is damaged, it allows a greater amount of ha ardous
ultraviolet radiation to pass through, increasing the incidence of skin cancer and cataracts and impairing
immunity in humans as well as a ecting animal and plant ecosystems.
Fluorocarbons ( F s and H F s), used as coolants in devices such as refrigerators and air conditioners, are
known to damage the o one layer. Fluorocarbons are greenhouse gasses that are hundreds to tens of
thousands of times stronger than carbon dioxide, so it is important to prevent uorocarbons used in devices( F s, H F s, and HF s) from being discharged into the atmosphere in order to protect the o one layer andprevent global warming.
The

ct on the Protection of the

Measures.,” passed in 1
ecycling of

peci edubstances andther, prohibited the manufacturing of speci ed uorocarbons ( F s), and thect forinds of Home

one Layer Through the
ppliances (theppliance

ontrol of
ecycling

peci edct)”, passed in 2001, mandated

the reclamation of uorocarbons from domestic refrigerators and air conditioners. In 2002 the

ct

the

ct)” mandated

ecovery and Destruction of Fluorocarbons (the Fluorocarbon

ecovery and Destruction

oncerning

the recovery of fluorocarbons from industrial air conditioning and refrigeration equipment and vehicle air
conditioners.
With regard to the recovery of uorocarbons from vehicle air conditioners and subsequent destruction, due
to the fact that vehicle air conditioners are constituent components of automobiles, in January 200 they were
excluded from the scope of the Fluorocarbon

ecovery and Destruction

the disposal of vehicle bodies and engines under thect onct”, and regulated together withecycling, etc. of End-of-Lifeehicles”, which

regulates the appropriate processing and disposal of end-of-life vehicles.
In response to a rapid increase in emissions ofuorocarbons (HF s) with particularly strong greenhousee ects, particularly those used as coolants in air conditioning and refrigeration equipment, in June 201 theFluorocarbon

ecovery and Destruction

ct was revised to require that the manufacturers of uorocarbons

and devices which use uorocarbons, and the users of industrial air conditioning and refrigeration equipment,
rationali e uorocarbon use and appropriately manage uorocarbons. It also established mechanisms such as auorocarbon lling operator registration system and a recycling operator licensing system, and the name of
the law was changed to theDischarge Prevention

ct on theational Use and Management of Fluorocarbons (Fluorocarbon

ct)”.

Changes in global amount of ozone over timeAmount of ozone worldwide
Except for low latitudes, the average amount of ozone worldwide, as measured terrestrially and from satellites, fell significantly from the
1980s to the early 1990s. Since the late 1990s it has remained constant or increased slightly, but the total amount of ozone remains
low.
Satellite observation data

Deviation

Terrestrial observation data

（Year）

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

8

Measures in Response to Other Environmental Issues

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

Chloroﬂuorocarbon
manufacturer

Low GWP /Natural cooling
products

Low GWP /Natural cooling
Chloroﬂuorocarbons

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

User

Regularinspection
Leakage volume
calculation andreportingRepairs whennecessary

Filling and reclamation
operator（ﬁlling）

Destruction
obligation

Destruction operator,
recycling operator

Filling and reclamation
operator（reclamation）

Source M TI and MO（4）Filling optimization andreclamation obligation（operation licensing system,
strict observance of ﬁlling andreclamation criteria, issuing ofcertiﬁcations, recording andreporting, etc.）(Tentative Translated byco-Mo Foundation)

Fluorocarbon Discharge Prevention Act pamphlet

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

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

Water coolers

In dining establishments

Package A/C
Commercial freezers
and refrigerators

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

In town
Spot A/C

Package A/CTransport freezer andrefrigerator units

Package A/C

Vending machines
Chilled showcases
Turbo freezers

Icemakers

Beer servers

Freezer showcases

Transport A/C

Water
coolers
Air handling units(chiller secondary units)

The penalty for reckless releasing of
ﬂuorocarbons is incarceration for up
to 1 year or a ﬁne of up to 500 thousand yen.
Source M TI and MO

8(Tentative Translated byco-Mo Foundation)

Ozone layer destruction prevention

Overview of the Act on Recycling, etc. of End-of-Lifeehicles process

Recycling fund manager
JARC

Payment

Three category item
receipt manifests
Deposit ofrecycling fees

Automobile
manufacturers /importers

OwnersPayment
for recovery

ELVcollectors
Deliverymanifests

Airbags

Fluorocarbon
recoveryoperators
Receipt
manifests

Shredderresidue

ELVs

ELVs

Fluorocarbons

Payment
for recovery

Dismantlers

Deliverymanifests

ShredderDismantled
vehiclesELVsReceipt
manifests

Designatedrecyclingorganization
JARC

Receipt
manifests

Deliverymanifests

Shredderoperators
Receipt
manifests

Deliverymanifests

Information management center
JARC

ELV ﬂow

Information
ﬂow

Payment ﬂow

Source Japan Automobile Recycling Promotion Center (Tentative Translated by

8

co-Mo Foundation)

Measures in Response to Other Environmental Issues

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

1

Climate change observation and monitoring

International efforts aimed at tackling global
environmental issues such as global warming are being
enhaced. In addition to its previous ongoing efforts, theJM

is implementing the following measures inaccordance with thetrategic Policy

lobal Environmental

egarding Future

Atmospheric environment monitoring network
Greenhouse gas, etc.
observation(Showa Station (Antarctica) only
performs terrestrial ozone observation)

Navigation routes ofobservation ships
Ozone layer / ultraviolet
sunlight observation

Sapporo(Minamitorishima Island only performs
ozone layer observation)

Observation of chemicalcomposition of precipitation

perations”, formulated andRyoriShowa Station(Antarctica)

Tsukuba

Fukuokaannounced in 2008.

Ryofumaru
Yonaguni

In order to assess greenhouse gas conditions, theamount of

Ishigakijima
Keifumaru

2 in the atmosphere is being measured atthree locations in Japan and the amount of2

MinamitorishimaNaha

in theSource JMA (Tentative Translated byco-Mo Foundation)

surface sea water and the air above the northwest Paci ccean is being measured by marine weather observation vessels. Furthermore, since 200 precise sunlightand infrared radiation measurements have been performed at ve locations in Japan.
ea level increases levels caused by global warming are also being monitored, and information is being
released regarding long-term sea level changes along the coast of Japan.
In order to achieve more accurate climate change monitoring and seasonal forecasts, a Long Term
nalysis Project is being carried out in conjunction with theentrale-esearch Institute of Electric Power

Industry. This project analy es past global atmosphere conditions using consistent methodology, and thendings of the project are being released to research organi ations in Japan and abroad.
limate change monitoring reports and anomalous weather reports are created based on observation
results, and views on annual climate changes, anomalous weather, and global warming conditions and changes
are also released.

Carbon dioxide concentration

Changes in carbon dioxide concentrations inapan and global concentration distributionof carbon dioxide ( measurement points)
Ryori

Minamitorijima

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

Yonaguni

2016
世界と日本の気候変動および温室効果ガスとオゾン層等の状況（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007

High

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

Source MLIT (Tentative Translated
by co-Mo Foundation)

Source JMA

88

lobal environmental observation and monitoring2

imawari

Himawari 8 and(MTandare the successors to the Himawari

Monitoring capability improvements provided
by Himawari /T-2) satellite, a multipurpose transport satellite

currently in operation. Himawari 8 was launched in

Doubled horizontal resolution
Himawari 6/7

Himawari 8/9

Visible1km

VisibleInfrared 4km

Infrared

ctober, , 201 , and after performing con rmation testingof its functionality while it orbited, full-fledged operation
began on July
Himawari, 201 , taking over from Himawari.

2km

Himawari 6/7

Himawari 8/9

1 band（B/W）

2 bands（Color）

None

3 bands

4 bands

10 bands

Reduced full disk observation timeNear

10 min infrared
30 minhave

10 min10 min Infrared

radiometers ( HI) which use cutting edge observation

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

0.5-1km Visible

Development of
new perspectives

High resolution

will be launched in 201 , and will remain inorbit in standby until 2022. Himawari 8 andIncreased number of bands（channels）

High frequency

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

international attention.

Sea observation and monitoring
The sea absorbs

2, a greenhouse gas, and retains heat, moderating global warming.

ea changes are

intrinsically linked to typhoons and anomalous weather conditions, so accurately assessing sea conditions is an
important part of responding to global environmental problems.
In order to immediately monitor and assess sea changes throughout the world the MLIT is coordinatingwith other related ministries and agencies, engaging in international collaboration with organi ations such as
the World Meteorologicalrgani ation (WM ) to carry out thergo project, deploying devices ( rgo oats)around the world to automatically observe conditions within the sea.
Overview of Argo project monitoring and Argo ﬂoat distribution
N

N

N

N

N

N

S

S

S

S

S

S

Sur acee lo ed

1000m
Sin s to 1000m and dri t

Middle layer
2000m

Sin s to 2000m once every 10 days
measures ater temperature and salinity and rises

（
（

））

Source MLIT and Japan Agency for Marine- arth Science and Technology (Tentative Translated by

8

co-Mo Foundation)

Measures in Response to Other Environmental Issues

The JM

collects and analy es data from various sources, such as observation vessels,rgooats, andsatellites, and releases Marine Health Diagnosis Tables”, comprehensive diagnoses and future predictions
regarding sea change conditions related to the global environment.
The Japan

oastuard constantly monitors and assesses Japanurrent changes in the area around the I uIslands using marine short-wave radar. It publishes observation data to supplement the data obtained fromrgo floats. The Japanceanographic Data

キーワードを⼊⼒し検索ボタンを押下ください。

enter collects and manages sea data from Japanese oceanic

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ENGLISH
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ご意⾒・ご感想各種データ・資料
知識・解説 and 気象庁について
research organi ations, and ホーム
provides it防災情報
to relatedorgani ations
the general案内・申請
public.
ホーム > 各種データ・資料 > 海洋の健康診断表 > 地球温暖化に関する診断表、データ > 海⾯⽔温の⻑期変化傾向（全球平均）

Marine海⾯⽔温の⻑期変化傾向（全球平均）
Health Diagnosis Table
early average sea surface temperature (global average) anomaly trend
平成29年 2⽉15⽇発表 （次回発表予定 平成30年 2⽉15⽇）

気象庁地球環境・海洋部

iagno i 診断(2016年)

nthe ea urface tem erature wa
C higher than the a erage annua ea urface tem erature g oba a erage Thi wa
the highe t a ue ince平成28（2016）年の年平均海⾯⽔温（全球平均）の平年差は+0.33℃で、統計を開始した1891年以降
ta tica data fir t began being gathered in
最も⾼い値でした。
The a erage annua ea
urface tem erature g oba a erage i changing due to marine and atmo heric change , g oba warming,
年平均海⾯⽔温（全球平均）は、数年から数⼗年の時間スケールの海洋・⼤気の変動や地球温暖化等の影響が重なり合って変化しています。⻑期的な傾向は100年あたり0.53℃の上昇となっています。
etc , on a ca e of e era
year to e era decade The ong-term trend ha been an increa e ofC er century

rend 0.53 (00 years)
to 20 0ea surface temperature annual deviation ()

verage annual value: verage for

ear

nnual
deviation

5 yearmoving averageong termchange trend

年平均海⾯⽔温（全球平均）の平年差の推移
erage annua ea urface
tem erature g oba a erage annua de iation trend
a ue for indi idua各年の値を⿊い実線、5年移動平均値を⻘い実線、⻑期変化傾向を⾚い実線で⽰します。
year are connected with a b ack ine
year mo ing a erage a ue areconnected with a b ue ine 平年値は1981〜2010年の30年平均値です。
The ong-term change trend i indicated with a red ine
The a erage annua a ue i the a erage a ue for theyear eriod fromto

時系列データ（TXT形式:4KB）

Source JMA (Tentative Translated byco-Mo Foundation)

解説

4

Ozone layer observation and monitoringindex (peak daily values)

In order to protect the o one layer, which absorbs
harmful ultraviolet radiation from the sun, the production,

INDEX

use, and trading of fluorocarbons and other o one layer
destroying substances is internationally regulated by theMontreal Protocol and other agreements and conventions.
The JM

releases the results of o one and ultraviolet

radiation observation on a yearly basis. It also provides
daily data regarding ultraviolet radiation in the form of aU

index, easy-to-understand numerical data indicating thestrength of ultraviolet radiation.
Source JMA

0lobal environmental observation and monitoring

Promotion of steady observation at the south poleTheeospatial Information

uthority creates topographical and other maps based on reference point

measurements, gravity measurements, continuous

P observation, exposed rock area change measurements,

and photographic measurements. The results contribute to research regarding global environmental changes
in the south pole area, etc., and international activities focusing on land measurement and geographicalinformation.
t thehowa Base the JM

is performing continuous sunlight, radiation, and land and high altitude

meteorological observation. This observation is e ectively utili ed in international measures, contributing toclimate change research and monitoring of the south pole o one hole.
The Japan

oastuard carries out sea oor topological surveys. It also performs tidal observation, which

contributes to monitoring of sea level changes, which are closely linked to global warming.

Changes in the Antarctica ozone hole (1to 201 )Distribution of average ozone levels in October in the southern hemisphere in 1
, before the southern hemisphere ozone hole appeared, and in 201 .
The region with a concentration of 220m atm-cm or less is the ozone hole.
Created by the apan Meteorological Agency based on satellite data provided by the S National Aeronautics and Space Administration (NASA)

October 1979

October 2017

Created by the Japan Meteorological Agency based on satellite data provided
by the US National Aeronautics and Space Administration (NASA)

Source JMA and NASA (Tentative Translated by1

co-Mo Foundation)

Measures in Response to Other Environmental Issues

ColumnClimate change adaptation measures of MLIT
The results of climate change resulting from the progress of global warming will not be completely
avoidable even if measures to reduce emissions and increase absorbance of greenhouse gasses such ascarbon dioxide are implemented to the greatest degree possible. Because of this, it will also benecessary to adapt to the impact of global warming.
In order to prepare for this, inovember 201 the MLIT formulated the MLIT

limatehange

daptation Plan,” and is implementing adaptation measures in the land, infrastructure, and transport
sectors based on the plan.
The transport and infrastructure sector is already experiencing subway flooding and pavement
collapses caused by record rainfalls and typhoons, transport interruptions due to snowfall, and otherproblems. In the future heavy rains, strong typhoons, and violent weather phenomena such as tornados
are expected to occur more frequently, and there are concerns of growing climate risks.
iven these conditions, there is a strong need to smoothly secure facilities and personnel.
Overview of the MLIT Climate Change Adaptation Plan
(Adaptation plan philosophy) Continue to maintain the infrastructure functions and other functions which support citizens’ lives, assets, and social andeconomic activity, maintain citizens’ quality of life, and appropriately utilize situational changes by systematically implementing measures based on
scientific evidence for minimizing the impact of climate change, with the duties of involved parties divided appropriately, while at the same time implementing mitigation measures.
Potential impact of climate change on transport and infrastructure(Natural disasters)
Frequent flooding, extremely large-scale flooding, increase in landslide frequency, significant impact on harbors and coasts(Water resources/environment)
Greater drought frequency, water quality changes(Peoples’ lives, industrial activity, etc.) Increased risks to transport infrastructure, large-scale rise in temperatures in urban areas, impact of storm andflood damage on distribution and tourism• Accommodative management that takes uncertainty into consideration • Consideration of climate change in project plans, etc.
Implementation of• Response to extant phenomena• Harmony with nature and the environment
adaptation measures• Consideration of future impact• Implementation of measures by different groups (local governbased on sevenfundamental principles • Comprehensive physical and systematic countermeasures
ments, businesses, residents, etc.), reflecting local characteristics
The plan will be regularly reexamined and revised based on findings from ongoing climate change monitoring, climate change forecasting, and research and technology development, etc.
Natural disasters

Water resources/environment

Flooding• Use facilities to prevent disasters involving flooding and relatively frequent external
forces from occurring• When facilities are subject to external forces which exceed their capacity, mobilize all
Frequency of inundations above floor level
personnel to implement measures to minimize damage• Disaster risk evaluation• Disaster risk information sharing
1) Disaster prevention measures for external forces with relatively high disaster risks• Thorough facility maintenance• Improvement of functionality of existing facilities• Design of facilities to minimize reworking, etc.
Frequency of inundations
above floor level2) Disaster mitigation measures for external forces which exceed facility capacities(1) Facility measures involving operation, structure, maintenance procedures, etc.
(2) Flood mitigation measures integrated with town planning and community development(3) Evacuation, first-aid activity, business continuity, and other preparation
Landslides• Measures to address rise in landslide frequency, deep-seated landslide countermeasures• Warning and evacuation for landslides with little lead time
[Use in detailed disaster risk information• Land usage, dwelling styles, etc., that take disaster risks into consideration
evacuation decisions, town planning, etc.]
Storm surges, storm waves, etc.
1) Harbors• Sea phenomena monitoring and regular evaluation for harbors• Countermeasures for external forces which exceed protection levels, etc.
2) Coasts• Disaster risk evaluation and countermeasures for individual disaster risks• Enhancement of coastal erosion countermeasures, etc.

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

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

Daily life/urban life
Transport infrastructure• (Rail) Flooding countermeasures for subway stations, etc.
• (Harbors) Business continuity plan (harbor BCP) formulation• (Airports) Hazard maps, airport snow removal system review and revision• (Roads) Safety, high reliability road network improvement, promotion of
telephone pole-free design, michinoeki (roadside station) disaster function [Subway station flood prevention
using water blocking boards]
enhancement• (Distribution) Distribution BCP, disaster support supply storage agreements,
countermeasures for rail noise produced by rail cargo transportHeat island• Ground surface covering improvements (promotion of installation of rooftop
gardens on private land and public spaces, etc., urban park improvement,
treated sewage water usage, etc.)• Reduction of artificial exhaust heat (energy savings in homes and buildings, [Rooftop gardens on private land]
promotion of low-emission vehicles, promotion of usage of sewage heat, etc.)

Observation, research, and technical development• Climate, sea level, and land observation and monitoring• Climate change forecasting, analysis of snow and ice environment change trends, etc.
• Impact of growing external forces on flooding and inland water measures and countermeasures• Use of Northern Sea route• Measures for providing

information to foreign
travelers and countering
reputation damage

International contributions• Global provision of Japanese disaster sector technologies and expertise• Participation in international observation, monitoring, and research, etc.

Source MLIT (Tentative Translated by

2

Industrial/
economic activity

co-Mo Foundation)

List of Abbreviations
B T (Bus

apid Transit)

MP ( onference of the Parties serving as the Meeting of the Parties to the yoto Protocol)( ompressedaturalas)

P ( onference of Parties to the U F
EDMET(the Energy Data and Modelling(Electronic Toll)enter)

ollection ystem)

EU (European Union)
I(The

reenhouse

I T (Information andas Inventoryommunication Technology)

I D(Intended

IP(Intergovernmental Panel onI

ce of Japan)

ationally Determined(International

ontribution)

limatehange)

rgani ation for tandardi ation)

IT (Intelligent Transport ystems)
J M (Joint rediting Mechanism)
JM(Japan Meteorological

gency)LED (Light Emitting Diode)L(Lique ed

LPatural(Lima-Paris

L T (Light

as)

ction

genda)

ail Transit)

METI (Ministry of Economy, Trade and Industry)
MLIT (Ministry of Land, Infrastructure, Transport and Tourism)
M E (Ministry of the Environment)P( ational Police

gency)E D ( rgani ation for Economic

o-operation and Development)

PM (Particulate Matter)
PM ( uspended Particulate Matter)U
U F

D (United(the United
F ( ariableWD

ationsegional Development)

ations Framework

oltage(World Data

entre foronvention on

ariable Frequency)

entre forreenhouseases)

limatehange)

Transport and Environment in Japan 2018
Published August 2018

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

FAX+81-3-3221-6674

URL

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