Legal NoticeThis document is a tentative translation by the Foundation for Promoting Personal Mobility andEcological Transportation (Eco-Mo Foundation) of "Transport and Environment in Japan 2016",
published in March 2016 by the Eco-Mo Foundation under the editorial supervision of theEnvironmental Policy Division, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism(MLIT).
Initial translation was performed by a translation company, with necessary revisions madeafterwards. Unique terminology and phrases which cannot be understood without knowledge of thesocietal background and conditions involved in the Japanese transport environment have been replacedwith appropriate 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/) andavailable for download. We hope that it may serve of assistance with the implementation of transport
environment measures in the reader's own country.

Table of Contents
Ⅰ．Developments Related to Environmental Issues in 2015… …………………

1

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

3

1 Current status of global environmental problems… ………………………………………… 3（１）Current status of global warming……………………………………………………………………… 3（２）The United Nations Framework Convention on Climate Change, the Kyoto Protocol, and Paris Agreement… ……… 6（３）Current status of global warming issues in Japan… …………………………………………… 9（４）Current status of global warming issues in the transport sector…………………………… 11（Column: Automobile ownership rates around the world）… …………………………………… 15

2 Current status of automobile gas emissions…………………………………………………… 16
3 Current status of waste and recycling… ………………………………………………………… 18

Ⅲ．Measures in Response to Major Environmental Problems of
the Transport Sector… ………………………………………………………………………………… 21
1 Promotion of global warming countermeasures… …………………………………………… 21（１）Transport sector countermeasures………………………………………………………………… 21（Column: Ecological and safe driving support services which use truck drive data）…… 26（Column: Eco-tires）… ……………………………………………………………………………………… 27（Column: Near future eco-ship concept）……………………………………………………………… 31（Column: Effectiveness of car sharing in reducing environmental impact）………………… 45（２）Energy Saving Act-based measures… ……………………………………………………………… 46（３）Emissions trading system measures………………………………………………………………… 48

2 Promotion of emissions gas measures for trucks and busses (diesel vehicles), etc.…… 49（１）Promotion of emissions gas measures for diesel vehicles… ………………………………… 49（２）Appropriately maintained vehicle usage and appropriate fuel usage guidance… ……… 51

3 Environmentally friendly vehicle promotion measures (vehicle taxation reevaluation)……… 51
4 Creation of a recycling-oriented society… ……………………………………………………… 53（１）Creation of recyclable resource distribution systems…………………………………………… 53（２）Creation of vehicle recycling system………………………………………………………………… 54（３）FRP ship recycling… ……………………………………………………………………………………… 55

5 Measures by local governments, companies, citizens' organizations, etc.……… 56（１）Measures by local governments… …………………………………………………………………… 56（２）Measures by companies in the transport sector… ……………………………………………… 60（３）Measures by citizens' organizations… ……………………………………………………………… 68（４）Measures by the Eco-Mo Foundation………………………………………………………………… 69

Ⅳ．Measures in Response to Other Environmental Issues………………………… 78
1 Noise related measures…………………………………………………………………………………… 78（１）Automobile noise countermeasures… ……………………………………………………………… 78（２）Rail noise countermeasures… ………………………………………………………………………… 79（３）Airplane noise countermeasures……………………………………………………………………… 79

2 Sea pollution countermeasures… …………………………………………………………………… 80（１）Large scale oil spill countermeasures… …………………………………………………………… 80（２）Countermeasures against harmful aquatic organisms in ballast water…………………… 80

3 Ship exhaust gas emissions countermeasures… …………………………………………… 81（Column: Promoting the turning off of ships' engines when stopped!）……………………… 82

4 Chemical substances countermeasures… ……………………………………………………… 83（１）Dioxin, etc. countermeasures… ……………………………………………………………………… 83（２）Endocrine distruptors countermeasures… ………………………………………………………… 83（３）Asbestos countermeasures… ………………………………………………………………………… 84（４）PRTR (Pollutant Release and Transfer Register) system……………………………………… 84

5 Ozone layer destruction prevention… ……………………………………………………………… 85
6 Global environmental observation and monitoring…………………………………………… 88（１）Climate change observation and monitoring… …………………………………………………… 88（２）Himawari 8 and 9… ……………………………………………………………………………………… 89（３）Sea observation and monitoring… …………………………………………………………………… 89（４）Ozone layer observation and monitoring… ………………………………………………………… 90（５）Promotion of steady observation at the south pole…………………………………………… 90

Ⅰ．Developments Related to Environmental Issues in 2015
There were a great deal of developments in 2015, both inside Japan and overseas, related to environmental
issues. Belows are some of the developments in global warming, automobiles and the environment.

■Global warming related developments
The first commitment period of the Kyoto Protocol, which went into effect in 2008, ended in 2012.
While official adoption will first require screening by the U.N, Japan met its greenhouse gas emissions
reduction targets.
From 2013 to 2020 is the second commitment period of the Kyoto Protocol, but Japan decided not toparticipate in the second commitment period, instead choosing to implement voluntary measures.
Due to the energy problems resulting from the Great East Japan Earthquake and nuclear power
plant disaster (2011), the government revised Japan's 2020 emissions reductions target (25% reduction
compared to 1990), submitted to the United Nations Framework Convention on Climate Change(UNFCCC) Secretariat in 2010, from the ground up. At the 19th conference of parties to the UNFCCC(COP19), held in November 2013, Japan announced a tentative post-Kyoto Protocol reduction target of
3.8% compared to 2005 by 2020.
With regard to the framework for 2020 and beyond, an ad hoc working group was established at
COP17, which was held in Durban, South Africa in November and December, 2011, and consensus wasreached regarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit
them to the convention secretariat sufficiently in advance of COP21, held in late 2015. The Japanesecabinet approved Japan’s INDC (greenhouse gas reduction targets, etc. for 2020 and beyond) in July
2015, and submitted it to the UNFCCC secretariat. Under this INDC, Japan’s emissions reduction
target was defined as a 26.0% reduction in 2030 compared to 2013 (25.4% reduction compared to 2005)(approximately 104.2 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris Agreement,” a new legal framework for global warming countermeasures was adopted.
On December 22, 2015, a meeting of the Global Warming Prevention Headquarters was held. Basedon the Paris Agreement, the meeting decided that its global warming countermeasure policy would be
to “formulate a global warming countermeasure plan based on the Japan’s INDC and Paris Agreementby the next spring (spring of 2016).” It was also decided that “Japan would actively contribute to thecreation of detailed international rules aimed at the implementation of the Paris Agreement, and would
undertake the preparations necessary for Japan’s signing and entering of the agreement.”

1

Ⅰ．Developments Related to Environmental Issues in 2015

■Automobile and the environment related developments
According to the Japan Automobile Dealers Association and the Japan Mini Vehicle Association, Minivehicles accounted for six of the top ten models in the new vehicle sales, and the remaining four models
were hybrid vehicles or passenger vehicles with hybrid options.
Environmentally conscious vehicles such as mini vehicles and hybrids accounted for the majority of the
top-selling automobiles. From the perspective of improved automobile safety and harmonization ofinternational standards, testing methods for the UN's Global Technical Regulations on Hydrogen and Fuel
Cell Vehicles and Regulations on CNG/LNG Vehicles were introduced into domestic standards, themandatory installation of vehicle stability control devices was expanded, standards were tightened forcollision avoidance systems, and mandatory installation of these systems was also expanded.
In order to accomplish this, the "Announcement that Prescribes Details of Safety Regulations for Road
Vehicles (MLIT Announcement No.619 of 2002)" was revised, issued, and enacted.

2

1 Current Status of Global Environmental Problems

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector
1Current status of global environmental problems
Our globe is facing severe environmental problems, ●Mechanism of the greenhouse effectModerate greenhouse
Greenhouse eﬀect
such as global warming and the destruction of theeﬀect

ozone layer. For the next generation to receive awith high concentrationof greenhouse gasses

Radiation into spaceplanet in which they can live in security, ourgeneration must rapidly implement countermeasures
to these problems.

Greenhousegas
Sunlight（1）Current status of global warming

Infraredlight

Infraredlight

Sunlight■ The mechanism behind and impact of
global warming
In order to produce energy, we burn fossil fuelssuch as petroleum, coal, and natural gas, generating
gasses such as carbon dioxide (CO2) and releasing them into the atmosphere.
Atmospheric gasses such as carbon dioxide absorb a great deal of the light from the sun, as well as
infrared radiation released from the earth's surface. This results in a warming of the atmosphere.
They act like the glass in a greenhouse, raising the earth's temperature. These gasses, which have
kept temperatures in the range suited for life on earth, are called greenhouse gasses.
However, factors such as the rise of industry have increased the amount of daily activity, producing
a rapid rise in the amount of greenhouse gasses emitted into the atmosphere. This has intensified thegreenhouse effect, producing a commensurate increase in climate temperature. This is called global
warming. The 5th assessment report of the Intergovernmental Panel on Climate Change (IPCC),
published between 2013 and 2014, states that the average global temperature rose 0.85°
C between 1880
and 2012, and that the temperatures of every decade of the past 30 years have been warmer than anyof the preceding decade since 1850. Furthermore, it states that there is no doubt that the climate
system is growing warmer, and that it is highly likely that the main cause of the warming which has
occurred since the mid-20th century is human activity.
Without measures to prevent global warming to counter the global growth in fossil fuel consumption,
the concentration of greenhouse gasses in the atmosphere will continue to rise, resulting in further
global warming. The IPCC report says it is highly likely that the average global temperature at theend of the 21st century will have risen by 0.3 to 4.8°
C, and that the average sea level will have risen
by 0.26 to 0.82m. Risks resulting from the climate change include droughts, flooding, rainfall changes,
food shortages, negative impacts on health, and reductions in biodiversity.

3

Ⅱ．Current status of major environmental problems of the transport sector●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 of Environment (MOE) "Overview of IPCC 5th assessment" (Tentative Translated by Eco-Mo Foundation)■Impact of individual greenhouse gasses on global warming
In addition to carbon dioxide, greenhouse gasses which cause global warming include methane,
dinitrogen monoxide, and chlorofluorocarbon. According to the IPCC, the greenhouse effects per unitof volume of methane, dinitrogen monoxide, and chlorofluorocarbon, etc., are far stronger than those ofcarbon dioxide, but the amount of carbon dioxide being emitted is tremendous, so carbon dioxide
emissions worldwide since the industrial revolution account for roughly 60% of all greenhouse gas
contributions to global warming.
For Japan, in 2013 carbon dioxide accounted for 93% of all greenhouse gas contributions to global
warming, an extremely high figure.
●Greenhousegasgasand andglobalwarming
potential(100 year
period)(*1)
Greenhouseglobalwarming
potential（100
year period）（*1）
Global warming potential（100 year cumulative period）*1: Global warming potential*2: HFC*3: PFC

CarbondioxideMethaneDinitrogenmonoxide

HFC（*2）

PFC（*3）

SF6

1

25

298

1,430

9,300

22,800Warming eﬀect of greenhouse gasses over a 100 year period(using carbon dioxide as a baseline with a value of 1)
Calculated for HFC-134a, a typical HFC used as a coolant
Calculated for PFC-5-1-14, a typical PFC used in rectiﬁers● Contributions to global warming by greenhousegasses emitted by Japan(for 2013)● Contributions to global warming by greenhousegasses emitted due to human activity since theindustrial revolution
Chloroﬂuorocarbons
which destroy theozone layer(CFCs and HCFCs)
and
halon

14%

Source: IPCC（2007）

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

Hydroﬂuorocarbons（HFCS）
Dinitrogenmonoxide（N2O）
Methane（CH4）

1.6%

0.5% or less2.3%

Perﬂuorocarbons（PFCS）

0.2%

Sulfur hexaﬂuoride（SF6）

0.2%

2.6%

Nitrogen triﬂuoride（NF3）

0.1%
Dinitrogenmonoxide(N₂O)

6%Methane (CH₄)

20%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)

93.1%

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

Source: GIO "Greenhouse Gas Inventory"4

1 Current Status of Global Environmental Problems■Trends in concentration of carbon dioxide in the atmosphere
The concentration of carbon dioxide in the atmosphere varies cyclically every year due to factors
such as plant photosynthesis. The amount of change also depends on the location, due to differences inlocal 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 and production activities following the industrial revolution has been accompanied byan increase in the carbon dioxide concentration. According to World Data Centre for Green house
Gases (WDCGG) the carbon dioxide concentration in 2013 was 396.0ppm, significantly higher than theconcentration before the industrial revolution.

Carbon dioxide concentration（ppm）●Change in carbon dioxide concentration at typical global observation points
Mauna Loa（Hawaii）
Ryori（Japan）
South Poleyear
Source: Japan Meteorological Agency (JMA) "Climate Change Monitoring Report 2014" (Tentative Translated by Eco-Mo
Foundation)■Carbon dioxide emission volume by country
In 2012, Carbon dioxide emission volume by country is as follows: China 27.8%, America 15.8%, India
6.0%, Russia 5.4%, followed by Japan at 3.7%. In terms of per capita emissions by country, Japan isnumber 9.
● Share of carbon dioxide emission volume bycountry (2012)
Brunei 0.02%
New Zealand 0.1%
Peru 0.1%
Hong Kong 0.1%
Singapore 0.2%
Chilie 0.2%
Philippines 0.3%
Vietnam 0.4%
Malaysia 0.6%
Thailand 0.7%
Taiwan 0.8%
Ukraine 0.9%
France 1.0%
Italy 1.0%
Australia 1.2%
Indonesia 1.2%
Brazil 1.3%
Canada 1.4%

● Per capita carbon dioxide emission volume bycountry (2012)
Brunei
Australia
U.S.
CanadaRussiaSouth Korea
TaiwanSingaporeJapan
GermanyUK
New Zealand
Malaysia
China
Hong Kong
Ukraine
Italy
FranceChilieMexicoThailandBrazilIndonesia
India
Vietnam
Peru
Philippines

China

27.8%

Other

23.0%

Global average
CO2 emissions
32.6 billion tons
U.S.

15.8%
RussiaJapan
India

3.7% 5.4% 6.0%

Mexico 1.4%

Germany 2.2%
UK 1.4% South Korea 1.8%

0

2.2
1.6
1.6
1.6
1.5
0.9

4.9
4.6
3.9
3.7

5

7.4
7.3
6.8
6.7
6.4
6.4
6.0

9.7
9.6
9.0

10

16.6
16.4

12.8
12.4
11.5
10.6

15

17.9

20
tCO2/person

Source: EDMC "Handbook of Energy & Economic Statistics in Japan 2015"

5

Ⅱ．Current status of major environmental problems of the transport sector（2）The United Nations Framework Convention on Climate Change, theKyoto Protocol, and Paris Agreement■UNFCCC and the Kyoto Protocol
UNFCCC was formulated with the objective of stabilizing greenhouse gas concentrations at a levelthat would prevent dangerous anthropogenic interference with the climate system. It was adopted in
May 1992, and after being signed by the heads of states at the June 1992 United Nations Conference
on Environment and Development (held in Rio de Janeiro), it went into effect in March 1994. As ofJanuary 2016 the European Union (EU) and 195 countries, including Japan, are signatories.
In December 1997 COP3 was held in Kyoto, and the Kyoto Protocol for achieving the convention's
objectives was adopted. The Kyoto Protocol specifies the percentage by which average annual
greenhouse gas emissions by developed countries are to be reduced compared to a reference year (inprinciple 1990) during the period from 2008 to 2012 (the first commitment period). Japan was to have
reduced emissions by 6%, the U.S. by 7%, and the EU by 8%. No binding targets were set fordeveloping countries. The November 2004 ratification by Russia satisfied the Kyoto Protocol's
requirements for coming into force, and the treaty became effective on February 16, 2005. The U.S. did
not ratify the Kyoto Protocol.
The first commitment period of the Kyoto Protocol, which went into effect in 2008, ended in 2012.
While official adoption will first require screening by the U.N, Japan met its greenhouse gas emissions
reduction target■Paris Agreement
With regard to the framework for 2020 and beyond, an ad hoc working group was established at
COP17, which was held in Durban, South Africa in November and December, 2011, and consensus wasreached regarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit
them to the convention secretariat sufficiently in advance of COP21, held in late 2015. The Japanesecabinet approved Japan’s INDC (greenhouse gas reduction targets, etc. for 2020 and beyond) in July
2015, and submitted it to the UNFCCC secretariat. Under this INDC, Japan’s emissions reduction
target was defined as a 26.0% reduction in 2030 compared to 2013 (25.4% reduction compared to 2005)(approximately 104.2 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris Agreement,” a new legal framework for global warming countermeasures, was adopted.
On December 22, 2015, a meeting of the Global Warming Prevention Headquarters was held. Basedon the Paris Agreement, the meeting decided that its global warming countermeasure policy would be
to “formulate a global warming countermeasure plan based on the Japan’s INDC and Paris Agreementby next spring (spring of 2016).” It was also decided that “Japan would actively contribute to thecreation of detailed international rules aimed at the implementation of the Paris Agreement, and would
undertake the preparations necessary for Japan’s signing and entering of the agreement.”6

1 Current Status of Global Environmental Problems

The results of the December 2015 COP21 are shown below.

The 21st Session of the Conference of the Parties to the United Nations (UN) Framework Convention on Climate Change (COP21)
The 11th Session of the Conference of the Parties Serving as the Meeting of the Parties to the Kyoto Protocol (CMP11)
December 13, 2015
1. Overall Summary and Evaluation(1) From November 30 to December 13, the 21st Session of the Conference of the Parties to the United Nations Framework Convention on
Climate Change (COP 21) and the 11th Session of the Conference of the Parties Serving as the Meeting of the Parties to the Kyoto
Protocol (CMP11) were held in Paris, France. From Japan, Ms. Tamayo Marukawa, Minister of the Environment, Mr. Seiji Kihara, State
Minister for Foreign Affairs, Mr. Tsuyoshi Hoshino, Parliamentary Vice-Minister of Economy, Trade and Industry, Mr. Makoto Oniki,
Parliamentary Vice-Minister of the Environment, and relevant parties from the Ministry of Foreign Affairs (MOFA), Ministry of
Economy, Trade and Industry (METI), Ministry of the Environment (MOE), Ministry of Finance (MOF), Ministry of Education, Culture,
Sports, Science and Technology (MEXT), Ministry of Agriculture, Forestry and Fisheries (MAFF), and Ministry of Land, Infrastructure,
Transport and Tourism (MLIT) attended the conferences. On November 30, Prime Minister Abe of Japan and other officials attended theLeaders Event hosted by President Hollande of the French Republic.
(2) After holding working level negotiations at the Ad Hoc Working Group on the Durban Platform for Enhanced Action, negotiations were
further conducted at the ministerial level from December 6. The final outcome was the adoption of a new legal framework, the Paris
Agreement, on December 12. Japan highly values the adoption of the Paris Agreement, which is a fair and effective framework withparticipation from all countries.
2. Action taken by the Government of Japan(1) In regard to the Paris Agreement, Japan, as represented by Environment Minister Marukawa and Foreign State Minister Kihara,
actively participated in the negotiations and advocated that the new framework should be fair, effective and applicable to all countries,
while also contributing to various discussions including by making specific proposals for the draft text of the Agreement.
(2) Representing Japan, Environment Minister Marukawa delivered a speech and once again emphasized we should make an effective, legal
agreement applicable to all countries, while also stressing the need to set long-term goals and include within the legal agreement a cycle
for the submission and review of targets and review mechanisms. Environment Minister Marukawa also stated that Japan will formulatea Global Warming Measures Plan as early as possible and steadily implement measures for reducing emissions, as well as implement
specific adaptation measures based on the recently finalized National Adaptation Plan. Furthermore, Environment Minister Marukawa
announced that Japan will provide approximately 1.3 trillion yen of public and private climate finance in 2020 to support developing
countries, and enhance its development of innovative technologies. Through these statements, Japan helped create the momentum
toward the consensus on the Paris Agreement.
(3) In addition, Environment Minister Marukawa and Foreign State Minister Kihara had a series of bilateral negotiations with a total of 14
countries and international organizations, including with ministers from France - the president of COP21, the United States, China, India,
South Africa, and other major nations, as well as with UN Secretary-General Ban Ki-moon and other heads of international organizations.
In these negotiations, both sides exchanged their views on the new framework and reaffirmed their commitment to closely work
together to reach consensus. Furthermore, Environment Minister Marukawa spoke at a various official events such as an event focusedon the cities and regions under the Lima-Paris Action Agenda (LPAA), where she promoted collaborative initiatives between Japan andAsian cities. METI Parliamentary Vice-Minister Hoshino also spoke at many official events such as an event on innovation under the
LPAA, where he emphasized the importance of innovation and stressed that Japan can also lead discussions on resolving the issue of
global warming with a focus beyond COP21. Environment Parliamentary Vice-Minister Oniki held talks with Mr. Rintaro Tamaki, theOrganization for Economic Co-operation and Development (OECD) Deputy Secretary-General, and Dr. Naoko Ishii, CEO and Chairpersonof the Global Environment Facility (GEF), among others. During these talks, both sides discussed the direction of the new framework,and exchanged opinions while also listening to the views of international institutions.
(4) The 3rd JCM Partner Countries' High-Level Meeting was held for all 16 signatory countries to the Joint Crediting Mechanism (JCM),
during which all parties welcomed the progress of JCM and expressed their will to implement JCM through continuing mutual
cooperation. Furthermore, Environment Minister Marukawa and Mr. Ramon J.P. Paje, Secretary of the Department of Environment
and Natural Resources, the Philippines, signed an aide memoire for establishing JCM between Japan and the Philippines. In addition tothis, 18 countries including Japan joined the "Paris Ministerial Declaration on Carbon Markets," which indicates the intent of Parties tocooperate in the use of international market mechanisms.
(5) Environment Minister Marukawa and Ms. Ségolène Royal, Minister of Ecology, Sustainable Development and Energy, France, signed
a memorandum for strengthening friendly relations between both nations and on environmental cooperation for building a low-carbon
society at the international and national levels.
(6) The Japanese Government opened the "Japan Pavilion" during the conferences, in which it introduced various initiatives of thegovernment, institutions, organizations, and researchers in Japan and also held many talk events. Through "Japan Pavilion", the Japanese
Government showcased Japan's contributions to tackling climate change.
(7) The 4th East Asia Low Carbon Growth Partnership Dialogue was held as an official side event for discussing the direction of low carbon
growth in the East Asian region. At this event, a summary of proposals based on the achievements made up to the 3rd Dialogue waspresented, and excellent examples of low carbon growth were introduced by Vietnam, Cambodia, Malaysia, and Japan.

7

Ⅱ．Current status of major environmental problems of the transport sector

3. Outcomes of the Conferences(1) Adoption of the Paris Agreement
A COP decision was adopted containing the Paris Agreement in its Annex.
The Paris Agreement includes the following elements:
・Setting a long-term common global goal for holding the increase in the global average temperature to well below 2 ℃ above preindustrial levels and to pursue efforts to limit the temperature increase to 1.5℃ above pre-industrial levels
・Communicating or updating emission reduction target every five years
・Reporting implementation of a target and undergoing a review in common but flexible manner.
・Use of market mechanisms, including JCM
・Taking action to conserve and enhance sinks and reservoirs of greenhouse gases, and taking action to implement and support theexisting framework for: policy approaches and positive incentives for activities relating to reducing emissions from deforestation andforest degradation
・Setting the global goal on adaptation, and engaging in adaptation planning processes and the implementation of actions
・providing financial resources by developed country Parties to assist developing country, and providing support voluntarily by otherParties・The importance of innovation
・taking stock of the implementation of this Agreement to assess the collective progress towards achieving the purpose of thisAgreement and its long-term goals (global stocktake)every five years
・Entry into force on the thirtieth day after the date on which at least 55 Parties accounting in total for at least an estimated 55 percentof the total global greenhouse gas emissions have deposited their instruments of ratification, acceptance, approval or accession.
・the Sendai Framework for Disaster Risk Reduction (COP decision)
These elements also include many proposals from Japan.
(2) Other COP/CMP decisions
The following COP/CMP decisions were also adopted: Matters relating to finance,, Report of the Green Climate Fund to the Conferenceof the Parties and guidance to the Green Climate Fund, The 2013-2015 review, Report of the Adaptation Committee , Warsaw
International Mechanism for Loss and Damage associated with Climate Change Impacts , Linkages between the Technology Mechanism
and the Financial Mechanism of the Convention., and rules on implementation of the second commitment period of the Kyoto Protocol,
etc.
(3) Schedule for next COP/CMP
COP22 will be held in November 2016 at Marrakesh in Morocco.

Source: Ministry of Foreign Affairs of Japan website

8

1 Current Status of Global Environmental Problems（3）Current status of global warming issues in Japan①Current status of carbon dioxide emissions in Japan
Japan is the world's 5th largest producer of carbon dioxide emissions, so it plays an extremely
important role in solving the problem of global warming.

■Trends in carbon dioxide emissions in Japan
In 2013 Japan emitted approximately 1,311 million tons of carbon dioxide, roughly 13.5% more than it
did in 1990. The per capita emissions volume in 2013 was approximately 10.30 tons.
●Trends in carbon dioxide emissions in Japan

CO2 emissions volume（bar graph: million tons of CO2）9.80 9.88

9.96 9.92

9.34 9.37 9.42 9.34

9.62

9.88 10.03 9.86

10.14 10.16 10.15 10.21 10.02 10.30

9.87

9.63

10.16 10.30
10

9.46
9.07

1,400
1,227 1,241

1,254 1,251

1,217

1,252

1,273 1,256

1,293 1,298 1,297 1,304 1,282

1,318
1,261

1,234

1,200 1,154 1,163 1,173 1,166

1,296 1,311

1,212
1,161

6

1,000

0

8

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

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

Per capita ＣＯ２ emissions（total ＣＯ２ emissions）

1,600

0

（Year）

Source: GIO "Greenhouse Gas Inventory"■Ratio of carbon dioxide emissions in Japan by sector
The industrial sector accounts for 32.8% of Japan's carbon dioxide emissions, the transport sector for
17.1%, business and other sectors account for 21.3%, and the home sector accounts for 15.4%.
●Amount of carbon dioxide emissions in Japan (by sector) 2013
Other（Agriculture, etc.）0.1%

Waste（incineration of waste plastic, waste oil, ets.）2.1%

Energy conversion sector

Industorial processes（limestone consumption, etc.）3.6%（Power plants, etc.）7.7%
Home
sector

15.4%
Industrial sector（Plants, etc.）

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

21.3%

32.8%

Transport
sector（automobiles, ships, etc.）

17.1%

Total carbon dioxide
emissions in 2013
1,311 million tons

Source: GIO "Greenhouse Gas Inventory"9

Ⅱ．Current status of major environmental problems of the transport sector②Energy consumption in JapanThe rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of
the main causes of global warming. Global warming is inextricably linked to energy consumption.

■Final energy consumption in Japan
Japan's energy consumption grew faster than its GDP during the period of rapid economic growthwhich lasted into the 1970s. However, the two times oil crises in the 1970s led to increased eﬀorts to
reduce energy consumption by the manufacturing sector, and the development of energy saving
products. These eﬀorts made it possible to restrain energy consumption while still achieving economic
growth. Throughout the 1990s crude oil prices remained at a low level but energy consumption of thehome sector and the business sector increase. The price of crude oil began rising again in the 2000s,
and energy consumption peak has been falling since peaking in 2004.In 2010 the economic recovery,
together with temperature conditions, produced a major increase in final energy consumption. In 2011
the focus on energy conservation following the Great East Japan Earthquake brought about anotherdecline in final energy consumption. Real GDP reached a new record high in 2013, and final energy
consumption fell by1.0% verus2012.
Looking at energy consumption trends from 1973 to 2013 energy, consumption for the company
and business sector grew 1.1-fold (fell by 10% for industrial sector and grow 2.5-fold for business andother sectors), and 2.0-fold for the home sector ,1.8-fold for transport sector. Since the oil crises, thecompany and business sector, while experiencing economic growth led primarily by manufacturing,has seen minimal increase in energy consumption thanks to the implementation of energy saving
measures. On the other hand, the home sector and transport sector has seen greatly increase inenergy consumption because of the spread of energy equipment and automobile. As a result, while theindustrial, consumer, and transport sectors accounted, respectively, for 74.7%, 8.9%, and 16.4% of totalenergy consumption in 1973, in 2013 these ratios had changed to 62.5%, 14.4%, and 23.1% respectively.

■Dependence on petroleum for energy consumed in Japan
Japan's supply of petroleum as a primary energy source fell as the result of petroleum replacement
policies and energy saving measures implemented in response to the oil crises, but began rising fromthe late 1980s due to falling crude oil prices. From the mid-1990s
onwards the development of alternative energy sources, etc. caused
petroleum use to decline.
In 2013 Japan supplied 0.3% of the crude self-sufficiency raito.
Japan's major oil fields are located in Niigata Prefecture, Akita
Prefecture, and Hokkaido. Because of this low level of selfsuﬃciency, in 2013 Japan relied on foreign imports for 99.7% of its
crude oil, with over 80% coming from the Middle East. Japan is far
more dependent on the Middle East for its oil than other countries
̶ in 2013 the U.S. depended on the Middle East for 25.7% of its●Crude oil imports by supplying
country (2012)
Gabon 1.8%
Malaysia 0.8%
Australia 0.9%
Ecuador 0.7%
Vietnam 2.0%
Iraq 2.1%

Other

3.9%

Oman 2.8%
Indonesia

3.6%

Soudi Arabia

30.4%

Iran 4.8%
Russia 5.3%
Kuwirt

7.4%
Qatar

11.4%

UAE

22.1%

crude oil, and European OECD countries depended on the Middle
East for 15.5% of their crude oil. In 2013 Saudi Arabia was Japan's
largest supplier of crude oil, supplying 30.7%, followed by the UAE(22.7%), Qatar (13.0%), and Kuwait (7.2%).

Source: METI "Yearbook of Mineral
Resources and Petroleum Products
Statistics" (Tentative Translated by
Eco-Mo Foundation)(Source: METI "Energy White Paper 2015" (Tentative Translated by Eco-Mo Foundation)

10

1 Current Status of Global Environmental Problems（4）Current status of global warming issues in the transport sector①Current status of carbon dioxide emissions by the transport sector■Trends in carbon dioxide emissions by the transport sector
From 1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 22.6%, but
the rise in emissions then slowed, and began falling from 2001 onwards. In 2013 the amount of carbon
dioxide emissions was approximately 225 million tons, 9.2% more than in 1990.
●Trends in carbon dioxide emissions by the transport sector
Carbon dioxide emissions（million tons CO2）

300

＋2

250

＋2.4%

253

2.6%

－7.4%

259

240

－6.3%

225

206
200
Private
cars

＋41

.9%

＋13.8%＋11.9%

－2.0%

100

Other
transport

50

Truck

150

0

1990

1991

1992

＋10.8%

1993

1994

1995

－9.3%

－2.7%

1997

1998

1999

－5.3%

－7.1%

－8.0%

1996

－3.2%

2000

2001

2002

2003

2004

－10.7%

2005

2006

2007

2008

2009

2010

2011

2012

2013

Other transport : Busses, taxies, rail, ships, airplanes

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

Carbon dioxide emissions from automobiles accounts for 86.4% of total carbon dioxide emissions
produced by the transport sector. 48.4% of these carbon dioxide emissions are produced by private
cars.

■Carbon dioxide emission rates by the transport sector
Comparing passenger transport carbon dioxide emission rates (the amount of carbon dioxide emitted
in transporting a person for 1km), private cars emit 6.7 times more carbon dioxide than rail transport.
Therefore in order to reduce carbon dioxide emissions, the use of public transportation, 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 intransporting one ton of freight for 1km), private truck emit 48 times more carbon dioxide than trains,
31 times more than ships, and 6 times more than commercial truck. There need to be a modal shift,
moving to efficient use of commercial truck, ships, and trains, improving distribution efficiency.

11

Ⅱ．Current status of major environmental problems of the transport sector●Amount of carbon dioxide emissions from the transport sector (by means of transportation) 2013
Aviation 4.5%

Railway 4.3%
Shipping 4.8%
Taxi 1.5%
Bus 2.0%

Commercial
Trucks

Passenger cars

48.4%

17.9%

PrivateTrucks

16.6%
Source: MLIT website (Tentative Translated by Eco-Mo Foundation)●Carbon dioxide emission rates by passenger transport mode (2013)

Passenger cars

147

Passenger cars
Aviation

147

103

Aviation
Bus

103

56

Bus
Railway

22

Railway 0

22
25

50

0

25

50

56

75

100

125

150

175

200

ｇ-CO2/person/kilometer
75
100
125
150

175

200

ｇ-CO2/person/kilometer●Carbon dioxide emission rates by freight transport mode (2013)
Private Trucks

1201

Private Trucks
Commercial Trucks

1201

217

Commercial Trucks
Shipping

39

Shipping
Railway

39
25

Railway 0 25
0

217

200

400

1000

1200

1400

200

ｇ-CO2/ton/kilometer
400
600
800
1000

600

800

1200

1400

ｇ-CO2/ton/kilometer

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

12

1 Current Status of Global Environmental Problems●Modal shares of domestic passenger transport (per person per kilometer), 2009
Private Trucks 16.3%

Domestic shipping 0.2%

Aviation (domestic route) 5.5%

Japan Railway
(JR)

17.8%

Private Railway

10.9%

Commercial busses 5.2%

Passenger cars

42.2%

Private busses 1.2%
Commercial passenger vehicles 0.7%

●Modal shares of domestic freight transport (per ton per kilometer), 2009
Aviation（domestic route）0.2%

Railway 3.9%

Domestic
shipping

32.0%

Commercial
Trucks56.0%

Private Trucks 7.9%
Source: MLIT "White Paper on Land, Infrastructure, Transport and Tourism in Japan 2011" (Tentative Translated by EcoMo Foundation)②Energy consumption by the transport sector
Within the transport sector, automobiles account for the largest amount of energy consumption, roughly
87% of the sector's total energy consumption. The majority of this is energy consumption is by cars andtrucks. In terms of consumption by oil type, gasoline and diesel oil account for 87% of the transport sector
total.

13

Ⅱ．Current status of major environmental problems of the transport sector●Ratios of energy consumption type and volume of oil used by means of transport (2009)(Unit: 1,000kl)

Total: 95,059,000kl crude oil equivalent
Note: Does not include oversea ocean shipping or international aviation
Source: MLIT "Transportation Statistics Collection" (Tentative Translated by Eco-Mo Foundation)

Over the past few years automobile fuel efficiency improvements and increased shift from in-house or
private operation to commercial truck operation has brought about a reduction in carbon dioxide emissions by
the transport sector. Emissions in 2013 were 225 million tons.
Efforts must continue to be made to achieve further reductions in the amount of energy consumed byautomobiles.
●Automobile ownership trends
10,000 vehicles
9,000
8,000

Other
OmnibusSpecial vehicle
Motorcycle

7,000
6,000
5,000

Truck

4,000
3,000
Passenger car

2,000
1,000

Year

0
1966

1973

1980

1987

1994

2001

2008

2015

1: Passenger vehicles include mini-vehicles.
2: Number of vehicles as of the end of March of each year.
Source: Automobile Inspection & Registration Information Association website (Tentative Translated by Eco-Mo Foundation)14

1 Current Status of Global Environmental Problems

ColumnAutomobile ownership Rates Around the WorldIn terms of automobile ownership per thousand people, the U.S. has the world's highest automobiles
ownership rate, at 801 automobiles per thousand people. Automobile ownership rates are low for
developing countries. In recent years developing countries such as China and India have experienced
dramatic upswells in automobile ownership led by their rapid economic growth. The number of cars
owned per thousand people grew by 2.5% globally in 2012, but in China it grew by 16.2%, and in India
by 8.2%. Automobiles ownership in these countries, with their enormous populations, is predicted tohave some impact on global warming, and is an area where attention is being increasingly focused.
●Automobile ownership rates in individual countries 2012

（automobiles ownership per 1,000 persons）

900

600

World

India

VietnamPhilippines

Peru

Indonesia

China

Singapore

Hong Kong

BrazilThailandChilieUkraineMexicoRussiaTaiwanSouth Korea

Malaysia

U.K.

FranceJapan

Brunei

CanadaGermany

Australia

Itary

New Zealand

0

U.S.

300

Source: EDMC "Handbook of Energy & Economic Statistics in Japan 2015"15

Ⅱ．Current status of major environmental problems of the transport sector

2Current status of automobile gas emissions
Road transportation related environmental problems involving the transport sector include atmosphericpollution produced by suspended particulate matter (SPM) and nitrogen oxides (NOx) such as nitrogen dioxide(NO2) emitted from automobiles. NOx is not only a cause of acid rain and photochemical smog, but also has
negative health effects (on respiratory organs). SPM is also said to harm respiratory organs by adhering to thelungs and bronchi.
In recent years all air pollution monitoring stations have met 2013 air quality standards achievement
rates for NO2, with 100% achievement rates for eight consecutive years since 2006. Automobile exhaustgas monitoring stations have seen a slight decline in target achievement, at 99.0% compared to 2012. For
automobile exhaust gas monitoring stations in areas implementing Automobile NOx/PM Act measures theachievement rate was 98.6%. For SPMs, nationwide air quality standards achievement rates were 97.3% forair pollution monitoring stations and 94.7% for automobile exhaust gas monitoring stations. These have fallenslightly, for both types of stations, in comparison to 2012 (air pollution monitoring station: 99.7%, automobile
exhaust gas monitoring station: 99.7%).
SPM 2013 air quality standards achievement rates for areas implementing Automobile NOx/PM Act
measures were 96.4% for both air pollution monitoring stations and 92.3% for automobile exhaust gas
monitoring stations, have fallen slightly.

※ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,478 stations)※ 2 Automobile exhaust gas monitoring station:
Monitoring stations performing regular monitoring of atmospheric pollution conditions near intersections,roads, and road edges in which emissions from automobiles are believed to be sources of air pollution.
(Nationwide: 417 stations)16

2 Current status of automobile gas emissions● NO2 air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2004 to 2013)（Air pollution monitoring stations）（Automobile exhaust gas monitoring stations）（ %）Achievement rate

100

（ %
）
Achievement rate

100

80 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Achievement
100％
rate
No. of effective
447
stations
No. of achieving
447
stations

80
60
40
20
0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Achievement
81.1％ 85.1％ 83.7％ 90.6％ 92.0％ 92.9％ 95.7％ 99.1％ 98.6％ 98.6％
rate
No. of effective
217 222 227 224 225 226 207 219 216 218
stations
No. of achieving
176 189 190 203 207 210 198 217 213 215
stations

99.8％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％
448 441 436 436 438 411 425 418 411
447 441 436 436 438 411 425 418 411

Source: MOE website (Tentative Translated by Eco-Mo Foundation)● SPM air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2004 to 2013)（Automobile exhaust gas monitoring stations）

100

80

80

（ %
）
Achievement rate

（ %）Achievement rate

（Air pollution monitoring stations）

100

60
40
20
0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Achievement
99.1%
rate
No. of effective
452
stations
No. of achieving
448
stations

60
40
20
0 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Achievement
96.1%
rate
No. of effective
206
stations
No. of achieving
198
stations

96.0% 96.7% 93.2% 99.8% 100% 100% 72.7% 100% 96.4%
452 448 443 440 439 415 429 421 415
434 433 413 439 439 415 312 421 400

92.8% 92.1% 92.5% 99.5% 100% 99.0% 75.6% 100% 92.3%
209 215 212 213 214 197 209 207 209
194 198 196 212 214 195 158 207 193

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

17

Ⅱ．Current status of major environmental problems of the transport sector

3Current status of waste and recycling①Trends in general waste volume
Total waste volume and per capita daily waste volume fell slightly after the second oil crisis in 1979, butbegan rising rapidly from roughly 1985. From 1990 they leveled off or increased slightly, but began fallingfrom 2001. In 2013 the total amount of waste was 44.87 million tons. The total amount of recycled waste in2013 was 9.27 million tons. The ratio of total waste which was recycled has grown tremendously, from 5.3% in1990 to 20.6% in 2013 (an increase of 0.1% over the previous year).

6,000

1,200
1,180

5,500

5,468

1,166

5,420

1,163
5,427

1,146

Total waste volume

1,131

Per capita daily waste

1,115

Per capita daily waste（including foreigners）

1,089

5,338
5,272

1,033

5,202

5,000

5,082

994
4,811
4,625

4,500

4,000

2001

2002

2003

2004

2005

1,100

2006

2007

2008

2009

1,000

976

976

979

972

4,536

4,543

964
4,523

958
4,487

2010

2011

2012

2013 （Year）

900

800

Per capita daily waste volume（grams/person/day）Total waste volume（10,000 tons/year）●Total waste volume and per capita daily waste volume

Source: MOE website (Tentative Translated by Eco-Mo Foundation)②Trends in industrial waste volume
The amount of industrial waste produced has stayed roughly level since the 1990s at approximately 400
million tons.

Total industrial waste volume（million tons）●Industrial waste volume
450
426
400 397

405

394

405

415

408

400 406400

412 417393

422 418 419

404
390 386 381 379 385

350

300

250

200

1993 1994 1995 1996（1996）1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
（Year）
Note: Waste discharge volume estimation methods were partially revised in 1996.Waste volume from 1996 onwards is
calculated based on the same conditions as the waste reduction target volume (established in September 28 2009) .
*:Government set value based on The dioxin countermeasures basic policy (Ministerial Conference on Dioxin Policy decision).

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

3 Current status of waste and recycling③ Remaining lifespans and remaining capacities of general and industrial waste
final disposal sites
As of the end of 2013 there were 1,723 general waste final disposal sites in Japan with a remaining capacityof 107.41 million m3. The average remaining lifespan was 19.3 years. The remaining capacity is shrinking, andthe remaining lifespan is decreasing.
The remaining capacity of industrial waste final disposal sites as of the end of 2012 was 182.71 million m3,
3.44 million m3 less than the previous year. The average nationwide remaining lifespan is 13.9 years. Slight
improvements are being made, but the remaining lifespan in the Tokyo area is 6.3 years, and remaining
capacities are particularly low for major metropolitan areas.
●Remaining lifespans and remaining capacities of final disposal sites (general waste)
21
Remaining capacity
Remaining lifespan

250
200

12.8

13.2

165

160

150

13.8
153

18.7

18.0

14.0

14.0

145

138

14.8

19.3

18.9

19.7

19.3

15.7

15.6

14

133

130

122

122

116

114

111

100

112

107

7

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

50
0

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

0

（Year）

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.
3

Source: MOE website (Tentative Translated by Eco-Mo Foundation)●Remaining lifespans and remaining capacities of final disposal sites (industrial waste)
15
14.9

14
13.9

13.2

Remaining capacity
Remaining lifespan

13.6

12
11

250

10

10.6
200
7.2

150

50

7.7

8.2

9
8

8.5

7
6

6.1

100
3.0

3.1

3.1

3.3

3.7

13

3.9

4.3

5
4

4.5

3

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

2
1

0

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

0

2012 （Year）

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

19

Ⅱ．Current status of major environmental problems of the transport sector④Trends in number of incidents of illegal dumping, etc., and amount dumped
165 incidents of illegal dumping of industrial waste, a total of 29,000 tons of waste, were discovered in 2014,
along with 146 incidents of improper disposal (60,000 tons). The number of incidents, and volume of waste
involved, has decreased yearly in conjunction with enhanced enforcement of the Waste Management andPublic Cleansing Act.
●Number of incidents of illegal dumping of industrial waste and amount dumped
120

1,400

1,150
1,049

No. of dumping incidents

Amount dumped
Number of incidents

100

1,027
934

1,000

894

80

74.5
800

673
Gifu City incident

600
42.4

43.3

558
56.7

40.3

24.2
200

41.1

13.1

17.8
0

554

Numazu City
382
incident308
20.4 Chiba City incident
1.1
Tado-cho,
Kuwana City 20.3
17.2
incident
5.8

31.8

400

60

1998

1999

2000

2001

2002

2003

20.7

10.2

12.0
2004

2005

2006

2007

40
279
216

192

187

Hino-cho,
Shiga Prefecture
incident 1.4

159

165

20

14.4

5.7

6.2
4.8

5.3

4.4

2.9

2.9

2008

2009

2010

2011

2012

2013

2014
（Year）

Note)
1. The number of incidents of illegal dumping and the amount of illegally dumped waste were calculated based on incidents of illegal dumping of 10t or moreof industrial waste per incident identified by the governments of prefectures and designated cities (as well as all incidents of illegal dumping of special
controlled industrial waste).
2. With regards to the white areas of the bar graph, the incidents discovered in Gifu City in 2003 and in Numazu City in 2004 took place over multiple
preceding years, resulting in the discoveries of major volumes of illegally dumped waste in the respective years. The white area of the bar graphcorresponding to the 2006 Chiba City incident indicates an incident which was discovered in 1998 but was reported in 2006. The white area of the bar
graph corresponding to the 2008 Tado-cho, Kuwana City incident indicates an incident which was discovered in 2006 but was reported in 2008. The
white area of the bar graph corresponding to the 2010 Hino-cho, Shiga Prefecture incident indicates an incident which was discovered in 2009 but wasreported in 2010.
3. The sulfate aid pitch were not included in this study and are covered separately.
4. Ferosilt dumping incidents were not included in this study. 720,000 tons of Ferosilt were sold and used as backfilling material since August 2001, but it
was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
Illegal dumping was confirmed in 45 locations in 4 prefectures, and Ferosilt removal has been completed in all of these locations (as of March 27, 2015).

Amount dumped（10,000 tons）

1,200

1,197

0

* Amounts are rounded, so totals may not match.

Source: MOE website (Tentative Translated by Eco-Mo Foundation)20

1 Promotion of global warming countermeasures

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector
1Promotion of global warming countermeasures（1）Transport sector countermeasures
The amount of carbon dioxide emitted by the transport sector in 2013 was 9.2% greater than theamount emitted in 1990, but emissions volume has been decreasing since 2001. In order to ensure that
this decrease continues steadily, the MLIT is promoting comprehensive measures such as automobile
and road traffic measures, distribution efficiency improvements, and promoting the use of public
transportation.

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

* Development of grade separated
intersections, ring records, andarterial road network* Develop bicycle friendly environments* Promotion of ITS, etc.

Measures for individualvehiclesEnvironmental considerationin driving

Measures for traﬃc ﬂow

Vehicle and road traﬃc policies

Other

Enhancing energy
eﬃciency
in railroads,
shipping andaviation

Create transport systems
with minimal environmental impact

Optimizing
logistics

Promoting the useof publictransportation* Streamline truck transportation* Modal shift to railways and shipping* Reduce overland transportation distance ofinternationally shipped container cargo* Promote energy conservation in the port area, introductionof the facilitation and utilization of renewable energy* Improve the convenienceof railway and bus usage* Promote ecologicalcommutingSource: MLIT "White Paper on Land, Infrastructure, Transport and Tourism in Japan 2014" (Tentative
Translated by Eco-Mo Foundation)

21

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector①Promotion of individual automobile measures
The automobile sector accounts for a large share of the energy consumed by the transport sector, so
individual automobile measures have been implemented, including further improving fuel efficiency throughthe world's leading fuel efficiency technologies and measures to promote the use of automobiles with superiorfuel efficiency and the use of clean energy vehicles.

■Fuel efficiency improvements through Top Runner Standards○The Energy Saving Act and fuel efficiency standards (Top Runner Standards)
Improving automobile fuel efficiency is extremely important to reduce automobile CO2 emissions andpromote global warming countermeasures. In order to promote the improvement of automobile fuel efficiency,
fuel efficiency standards (Top Runner Standards*) have been established based the Act on the Rational Use ofEnergy (Energy Saving Act).
As a result, automobile manufacturing industry members (automobile manufacturers and importers) are
required to improve fuel efficiency performance such that the average fuel efficiency of vehicles sold(determined by taking the weighted harmonic average of automobile fuel efficiency values) does not fall below
standards set for each company based on their vehicle sales composition. Furthermore, it requires that they
post fuel efficiency related information so that automobile users can select automobiles with superior fuelefficiency, and the fuel efficiency values are listed in the product catalogs of individual automobiles.
* Top Runner Standards: Standards based on the currently commercially available automobiles with thehighest fuel efficiencies, taking into consideration future technological advances○Fuel efficiency standards
In March 1999 fuel efficiency standards for 2010 were formulated for passenger and small cargo vehicles,
based on the Top Runner Standards concept.
In March 2006 the world's first heavy duty vehicle (truck, bus, etc.) fuel efficiency standards were
formulated, with a target year of 2015.
In July 2007 new fuel efficiency standards were formulated for passenger vehicles. These new standards
aimed for a 23.5% improvement in fuel efficiency (versus 2004) for passenger vehicles by 2015.
In March 2013 new fuel efficiency standards were created for passenger vehicles, aimed at 2020, requiring
fuel efficiency to be improved by 24.1% versus actual 2009 figures, assuming a shipped vehicle composition
equivalent to that of 2009.
Furthermore, in July 2015 fuel efficiency standards for 2022 were formulated for small cargo vehicles, basedon the assumption of equivalent shipment volume as in 2012, requiring them to be 26.1% more fuel efficientthan vehicles sold in 2012 (based on actual 2012 vehicle fuel efficiency).
○New fuel efficiency test method
In conjunction with the new 2015 fuel efficiency standards, the method for testing fuel efficiency was revised
to more closely approximate actual driving conditions. In the past, 10-15 mode driving was used to test fuelefficiency, but this was changed to JC08 mode.
Under JC08 mode, driving is performed using a greater number of speed changes to reflect actual driving
conditions. It also includes measurement methods under which vehicles are started with cold engines, inaddition to starting with warmed up engines.

22

～1420 ～1530 ～1650 ～1760～1870【路線バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】
目標年度：２０１５年度
測定方法：重量車モード
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）
9.7
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0
9.8
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
8.9
ＭＴ
11.2
10.2
9.9
9.7
9.3
1 Promotion of global warming countermeasures
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
【一般バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】 目標年度：２０１５年度 測定方法：重量車モード
区分
中量貨物車（軽油）区分3.5～6 6～8 8～10 10～12 12～14 14～16 16～（車両総重量ｔ）～1420 1421
1531
1651
1761
1871
1991
2101～
（車両重量㎏）
燃費基準値
～1760
～1870
～1990 ～2100
9.04
6.52
6.37 ～1530
5.70 ～1650
5.21
4.06
3.57
（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
●Passenger
燃費基準値（km/L）vehicles
ＡＴ
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
[Gasoline passenger vehicles, diesel passenger vehicles, and LP gas passenger vehicles (with occupancies of 10 people or less) and minibus【ガソリン乗用自動車、ディーゼル乗用自動車及びＬＰガス乗用自動車（乗車定員10人以下）並びに小型バス（乗車定員11人以上かつ車両総重量3.5t以下の燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
(passenger
vehicles with occupanciesof 11 or more and total vehicle weight of 3.5t or less)] Target year: 2020 Measurement method: JC08 mode
乗用自動車）】目標年度：２０２０年度
測定方法：ＪＣ０８モード（注）Category
区分～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101
2271～
軽貨物車・・・軽自動車である貨物自動車(Totalvehicle weight (kg))（車両重量㎏）～855 ～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100 ～2270
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
燃費基準値
Fuel
efficiency
24.6
24.5
23.7
23.4
21.8
20.3
19.0
17.6
16.5
15.4
14.4
13.5
12.7
11.9
10.6
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
standard(km/L)（km/L）
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
Source: MLIT (Tentative Translated by Eco-Mo Foundation)①最大積載量を車両総重量で除した値が0.3以下となるもの。
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
●Cargovehicles
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
[Gasoline
cargo
vehicles and diesel cargo vehicles (total vehicle weightof 3.5t or less)] Target
year: 2022 Measurement method: JC08 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
Category
区分(Total（車両重量㎏）
vehicle weight (kg))
Structure
構造Ａ A
Fuel
efficiency standard (km/L)
燃費基準値（km/L）

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

ＭＴ
ＡＴ
ＭＴ
ＡＴ

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

25.0

22.7

20.8

18.5

21.0
20.4

20.4
19.8

19.9
19.2

19.4
18.7

16.7
16.3

16.9
15.1
14.7

13.9
13.5

12.9
12.5

12.1
11.7

11.5
11.1
16.8
14

11
10.6
15.9
13.7

10.2
15.2
13.5

14.6
13.3

13

(Note)（注）
Structure
A: Vehicles with structures matching ① , ② , or ③ below.
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①
Maximum carrying capacity divided by total vehicle weight is 0.3 or less.
①最大積載量を車両総重量で除した値が0.3以下となるもの。
②②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、The same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle bya fixedroof, window glass, or other partition.
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③③運転車室の前方に原動機を有するもの。
There is an engine in front of the driving cabin.
構造Ｂ・・・構造Ａ以外のものをいう。
Structure B: Vehicles to which none of the above apply.
[Trucks,etc. (cargo vehicles with total vehicle目標年度：２０１５年度
weights exceeding 3.5t)]
Target year: 2015 Measurement method: Heavy duty vehicle mode
【トラック等（車両総重量3.5ｔ超の貨物自動車）】
測定方法：重量車モード
区分
Category(totalvehicle weight (t))（車両総重量ｔ）

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

～1.5

1.5～2

2～3

3～

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

10.83

10.35

9.51

8.12

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

7.5～8

8～10

10～12

12～14 14～16 16～20

20～

7.24

6.52

6.00

5.69

4.04

目標年度：２０１５年度

4.97

4.15

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

測定方法：重量車モード

23

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Measures for developing and promoting energy-saving vehicles and low-emission
vehiclesThe increasingly severe global warming situation, together with the rise of CO2 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 (CNG) vehicles,
hybrid vehicles, and electric vehicles. Vehicles 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 efficiency driving, are also becoming more popular.
Research is also taking place for new energy-saving vehicles, aimed at the commercialization 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 verification testing for electrical full flatfloored busses, with testing being performed in Fujisawa City, Kanagawa Prefecture in August 2011.
From the perspective of improved automobile safety and harmonization of international standards, testing
methods for the UN's Global Technical Regulations on Hydrogen and Fuel Cell Vehicles and Regulations on
CNG/LNG Vehicles 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, the "Announcement that Prescribes Details of Safety Regulations for Road
Vehicles (MLIT Announcement No.619 of 2002)" was revised, issued, and enacted.
The "Global Technical Regulations on Hydrogen and Fuel Cell Vehicles" were established in June 2013
based on a proposal made by Japan. They have great potential for contributing to the adoption of fuel cellvehicles outlined in the "Regulatory Reform Implementation Plan" (approved by the Cabinet in June 2013).
○ 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 the Global Technical Regulations.
○ 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 theRegulations on CNG/LNG Vehicles.
○ 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-sized trucks.

●Inductive charging hybrid bus●Large electrical full flat-floored bus

24

1 Promotion of global warming countermeasures②Promotion of environmentally friendly automobile usage"Eco-driving" has been positioned as an environmentally friendly automobile usage promotion measure. The
Eco-Drive Promotion Liaison Committee (National Police Agency (NPA), METI, MLIT, and MOE) formulated
the Eco-Driving Dissemination and Promotion Action Plan, and the Committee and related organizations areactively promoting these efforts. In 2006 the committee proposed the "10 Tips for Eco-driving", which outlined
specific eco-driving efforts. These recommendations were revised in 2012.

●10 Tips for Eco-driving

Accelerate
gently.

Maintain a steadyspeed and keep
your distance.

Slow down by
releasing theaccelerator.

Make appropriate
use of your air
conditioner.

Don’t warm up
or idle yourengine.

Plan youritinerary to avoid
congested routes.

Check yourtire pressure
regularly.

Reduce yourload.

Respect parking
rules andregulations.

Check the readings on
your fuel efficiencymonitoring equipment.

Source: The Eco-Drive Promotion Liaison Commitee25

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

ColumnEcological and safe driving support services which use truck drive data
The promotion of "eco-driving" by truck operators is an important environmental conservation
measure for the transport sector. Advances in ecological and safe driving support services which use
truck drive data, combined with the effects of deploying digital tachographs, have produced services
which improve fuel efficiency by approximately 15%. In addition to their environmental benefits, theyalso encourage safer driving, contributing to reduce traffic accidents.

●Service example (TRIAS-TR-Saas Eco & Safety Benchmark Service)
DigitaltachographDigitaltachographDigitaltachograph

Drive data collected from digital tachographs
is collected and analyzed at the cloud centerto provide services which contribute to more
ecologically friendly and safe driving, as well
as reduced costs for transport companies.

Cloud center䛆Speed 䛇
Actual speed graphfrom sensory to quantitative䛆 Shifting
䛇evaluation of driving levels

As shown at right, the diﬀerences in actual speed graphs andideal speed graphs are calculated at the cloud center for use
as quantitative (*) evaluations of driving levels.

Ideal speed graph䛆 Time䛇[Service Content]
Collecting E&S index data in acloud center makes it possible
compare eco-driving and safe
driving results against othercompanies, which was not possible
in the past.
(Nationwide rankings can becompared for various categories,
such as by company, by businesssite, and by driver.)Ranking by company

Company names can be conﬁgured to be shown or hidden

This encourage healthy competition, increased ecological and safety awareness, and contributes tofurther improvements.
(*) "E&S (Ecology & Safety) indices" indicate the level of ecologically friendly and safe driving by individual
drivers, and make it possible to provide specific driving improvement guidance.

26

1 Promotion of global warming countermeasures

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

Unit (%)

Rolling resistance coefficient

Grade

Wet grip performance（G）

Grade     RRC≦6.5

AAA

155≦G

a

6.6≦RRC≦7.7

AA

140≦G≦154b

7.8≦RRC≦9.0

A

125≦G≦139c   9.1≦RRC≦10.5

B

110≦G≦124d10.6≦RRC≦12.0

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

(Eco-tires)

27

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of traffic flow measures
Smoother traffic flow increases driving speeds, which in turn produces greater effective fuel efficiency andreduces carbon dioxide emissions from vehicles. MLIT is implementing various traffic flow measures.
Specifically, these include the enhancement of arterial road networks, such as ring roads, which are effectiveat reducing the amount of traffic influx into central urban areas by providing alternate traffic routes, thecreation of multilevel intersections, the promotion of projects for continuous grade separation, etc., in order toeliminate unopened railroad crossings, and other initiatives for reducing traffic congestion in urban areas.
They also include the use of big data collected using ITS technology, the optimization of existing networks,
and other efforts for promoting smart use of roads in order to provide smooth, safe transportation services.
Furthermore, they are also maintaining and improving bicycle traffic spaces through the reallocation of road
space, etc. In order to reduce the carbon footprint of road facilities, LED road lighting is being installed andrenewable energy is being used.

■Deployment of ETC2.0 service
From October 2014 installed ITS spots and on-board devices have been used to provide “ETC2.0”, a newservice, in addition to conventional automatic toll payment service, that provides driving support, etc., todrivers on expressways.
ETC2.0 is an information service which provides traffic jam avoidance support (by providing supplemantal
visual images of traffic conditions ahead of drivers, and real-time, wide-area, accurate traffic jam information),
safe driving support (by providing information on items which have fallen on roads, information on traffic jam
tail ends, and information on hazards, such as still photos of weather conditions, etc.), and disaster support
information (by providing appropriate information to users in the event of route closure). The routeinformation obtained via ETC2.0 will also be used in new services, such as preferential treatment for drivers
choosing routes which avoid traffic jams, etc., and operation and management support for commercial vehicles.
Furthermore, consideration is also being given to the deployment of private sector services such as private
parking lot payment and drive-through payment.

■Guideline for the creation of safe and comfortable bicycle use environments
Bicycles play an important role as familiar and easy to use means of transportation, but bicycle accidents
are accounting for a growing share of overall traffic accidents. As health and environmental awareness grows,
usage needs for bicycles are on the rise.
In 2007 the MLIT collaborated with the NPA on efforts for creating bicycle usage environments,
designating 98 areas across Japan as "bicycle traffic environment model areas in order to further develop andmaintain bicycle paths and dedicated bicycle lanes. In 2011 the MLIT collaborated with the NPA, holding
exploratory committee meetings led by experts. In April 2012 the committee issued a recommendation for the
prompt creation of guidelines across Japan focusing on both physical infrastructure and policies.
Based on this recommendation, in November 2012 the Japanese government formulated guidelines to assist
road management authorities and prefectural police departments in creating and implementing bicycle
network plans and thoroughly enforcing bicycle traffic rules. Furthermore, recommendations weresummarized in December 2015 in preparation for the early formulation of the bicycle network plan and theearly securing of safe bicycle traffic spaces.

28

1 Promotion of global warming countermeasures④Improvement of freight distribution efficiency■Creation of sustainable logistics systems through collaboration between freight
owners and logistics operators○Green Logistics Partnership Conference
Promoting the creation of agreener overall logistics system
requires greater collaboration
between freight owners andGreen Logistics Partnership Conference（Facilitator: Takehiko Sugiyama, Institution for Transport Policy Studies Vice-President.
Institute for Transport Policy Studies President.）Established April 2005

Organizers: MLIT, METI, Japan Federation of Freight Industries, JILSCollaboration: Nippon Keidanren

logistics operators, and the
expansion of global warming
countermeasures creation ofMembers:

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

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

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

* Selection of good practice examples

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

implement and promote logistics improvement measures involving coordination between freight owners andlogistics operators, with the support of the MLIT, in order to carry out modal shifts and improve truck
transport efficiency.
As part of these activities, the Joint Guidelines on the Method for Calculating CO 2 Emissions by the
Logistics Segment (Ver. 3.0) (METI, MLIT) were formulated. These guidelines establish a unified method of
calculating carbon dioxide emissions by the logistics segment, and can be used by both freight owners andlogistics operators for smoother collaboration. They make it possible to objectively evaluate the effectivenessof individual measures. Each year the organization gathers
proposals from its members regarding specific Green Logistics
Partnership implementation projects in order to promotemeasures for reducing CO2 emissions. Particularly successful
good practice example projects involving logistics operatorsand freight owners engaging in partnerships to reduce CO2
emissions creation of sustainable logistics systems for
improving productivity, etc. are recognized by MLIT awards.

(Pamflet of The Joint Guidlines on the Method for
Calculating CO2 Emissions)29

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Promotion of modal shift and increased efficiency of freight distribution○Enhanced coastal shipping competitiveness and modal shift to sea transport
The MLIT is engaged in efforts aimed at strengthening
the competitiveness of the coastal shipping industry andpromoting a modal shift to sea transport.
As part of these efforts it is implementing the Eco-Ship
Modal Shift Project, which promotes modal shift by selecting
companies which contribute to modal shift by using some

平成 27 年度

エコシップ・モーダルシフト事業
優良事業者の募集
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8 年目を迎えます。これまで 190 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 27 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。

degree of sea transport, and permitting those companies to
use the Eco-Ship Mark. As part of this project, the Eco-Ship
Modal Shift Project Executive Committee has implemented
an Eco-Ship Mark certification system (the Eco-Ship Mark
indicates that a company is contributing to environmental
efforts by using sea transport). Since March 2015, 204
companies (94 cargo owners and 110 logistics operators)
have received Eco-Ship Mark certification. Eco-Ship Mark平成 27 年度
募 集 期 間平成27年10月8日（木）開始

第一次締切
第二次締切

平成 28 年 1月 29 日（金）平成 28 年 3 月 31日（木）certified companies are also selected to receive MLIT
Maritime Bureau Chief awards.
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 Eco-Ship
Modal Shift Operations (Tentative Translated by
Eco-Mo Foundation)30

1 Promotion of global warming countermeasures

ColumnNear-future Eco-ship Concept
The MLIT is developing and promoting low energy consumption vessels, etc. for domestic sea
routes. At the same time, Japanese marine transport companies are deploying ocean-going eco-ships
for use in international sea transportation, employing cutting edge energy saving technologies suchas solar power generation and designs which reduce wind and water resistance. Near-future Eco-ship
Concepts, which dramatically reduce energy consumption or emit no carbon dioxide, have also beenannounced. Belows are some examples.
The "NYK Super Eco-Ship 2030" ●NYK Super Eco-Ship 2030
will reduce the amount of propulsive
force it needs through its lightweight
design and reduced friction resistance.
It will use fuel cells powered by LNG,
solar power, and wind power, withthe aim of cutting CO2 emissions
per container by 69% compared tocurrent levels.

Source: Nippon Yusen Kabushiki Kaisha (NYK)The "ISHIN-I" car carrier will ●"ISHIN-I" first next-generation car carrier
further develop the natural energy
usage technologies used in existing
car carriers, employing large-capacity
solar power panels and rechargeable
batteries to achieve zero-emissions
during in-port navigation, loading, andunloading. It also aims to cut CO2
emissions during open sea navigation

Optimum voyage
support system=> 5%

Use ofrenewable energy Rechargeable
battery=> 3%

Optimization ofengine system
=> 4%

Solar
panelsReductionof windresistance=> 10%
Optimizationof hull design=> 3%

by 50%, combining multiple newtechnologies to dramatically reduce

Reductionof friction
drag=> 10%

Optimizationof propulsion
eﬃciency=> 17%

Reduce CO₂
emissions by 41%

its environmental impact.

As needs for larger vessels arise in the future...
Compatibility with new Panama Canal(allows further improvement inpropulsion eﬃciency) => 15%

Reduce CO₂
emissions by 50%

Source: Mitsui O.S.K. Lines, ltd. (Tentative Translated by Eco-Mo Foundation)

31

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○Eco Rail Line Project
Railroads 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 eﬀorts to reduce energy usage and carbon production,
vital that they will be capable of maintaining
regular operation even in the event of emergency
situations such as power restrictions. Implementing

making entire rail lines environmentally friendly

Electricity generated
through regenerative
braking is returned to theoverhead power lines andfed to nearby trains,providing their drive

cutting edge efforts to reduce energy consumption

Power line

and carbon emissions from rail lines, which areused by 60 million people a day, contributes togreater societal energy conservation andTrain A

Excess poweris saved

Train B

Train carriages
Low carbon production bytrain carriages
Interior LED lighting
VVVF control devices, etc.

environmental awareness. The MLIT is

LED lighting andlow power
consumption air
conditioing areused in stations to
reduce power
consumption

Examples of rail measures (concept)
Renewable energy generation facilities such as
solar panels generate electricity which is used forlighting, air conditioning, etc. in stations. Surplus
electricity is stored in batteries, eliminating waste
OﬀpeakPeak

Transformer

Rail facilties (bateries, etc.)
Power storage devices
Regenerative inverter
devicesHigh eﬃciency transformers, etc.

Train station

Rail facilities (stations)
Low carbon production by train stations
Installation of solar and wind power generation equipment
Station interior LED lighting
Installation of low energy consumption air conditioners, etc.

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

implementing the Eco Rail Line Project, supporting

rail operators who are implementing systematic efforts to reduce power consumption and carbon emissions
for entire rail lines by using renewable energy in train stations and train control centers 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 of carbon emissions reducing technologies.
○"Eco Rail Mark" system promotion and expansion
The "Eco Rail Mark" was established in 2005 to certify
companies and products which are proactively working
to achieve low environmental impact rail freighttransport. By supporting companies and products
certified with the "Eco Rail Mark", awareness ofenvironmental impact reduction efforts increases, amongcargo owner companies such as manufacturers, as well as
consumers, with the goal of promoting a corresponding
modal shift to rail freight transport. The MLIT and
Railway Freight Association are striving to further

Source: Railway Freight Association (Tentative
Translated by Eco-Mo Foundation)

promote and expand the "Eco Rail Mark". As of August

2015 there are 161 "Eco Rail Mark" product certifications for 199 products, 86 certified companies, and 27
certified supporting companies.
○ Promotion of comprehensive reductions in carbon
emissions by ports
In order to reduce the greenhouse gas emissions

Energy consumption reductions
for cargo handling equipments usedin port activities and energy saving
chilled container facilities

Energy saving cargohandling equipments

Renewable energy usage

Wind power
Solar power
generation facilities generation facilities

Electricity produced through wind and solar power generation
are used for port activities.
Large scale batteries are installed to ensure power supply stability

produced by port activities, comprehensive reductions
in carbon emissions by ports, such as reducing energy
usage by cargo handling equipment and otherequipment, using renewable energy, and expanding
CO2 sinks, are being implemented.
Specifically, these include promoting the greater

Large scalebattery facilities

Power company

Flow ofelectricity

Expansion of CO₂ sinks
Seaweed bed - tidal wetland

Green space

Seaweed beds, tidal wetlands
green spaces

Electrical transfer
Hybridcrane
straddle carrier

Facilities for supplying electrical
power from land to ships
CO₂, etc.
Ship sideconnection
panel

Large-scalebattery facilities
Solar power generation facilities

Land sideconnection
panel
Land
power
supply

Cable
ࢣ࣮ࣈ ࣝ

Vehicle charging
facilities࠙⯪⯧∧࢔࢖ࢻࣜࣥࢢࢫࢺࢵࣉ
ࡢ࢖࣓࣮ࢪࠚ

ElectricalcablePower send/
receive facilities

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

usage of land power supply facilities for providing energy to docked ships, promoting the greater usage ofenergy-saving cargo handling equipment, promoting the greater usage of energy-saving refrigerated container
facilities, promoting the utilization of renewable energy such as solar and wind power in oceanic and coastal
areas, and promoting the further development of green spaces and seaweed beds.
32

1 Promotion of global warming countermeasures○The Act on Advancement of Integration and Streamlining of Distribution Business
For freight distribution, which is the backbone of economic activity, it is becoming increasingly important toachieve greater international competitiveness through cost reductions, to provide services which meet theneeds of increasingly diverse customers, and to create environmentally conscious distribution systems which
help prevent global warming. Distribution must appropriately respond to changing social and economic
conditions.
■ Make plan for Promotion of distribution reforms, Reduction of environmental impact, Regional vitalizationby promoting integration and streamlining of distribution site facilities in tandem with improvements to social capital.

Basic Policy

Conventional
warehouses
Distribution
processing sites
Factory

Cargo handlingstoreroom

Retailer

Support measures

Eﬃcient, minimal environmental
impact distribution

Review and certiﬁcate basic policy compatibilityof Integration and streamlining plan

Ineﬃcient distribution

Integration andstreamlining plan○Comprehensively perform delivery, storage, and distribution processing○Aggregate distribution sites and promote
their location near highways, ports, etc.
○Transport distance reduction, promotejoint delivery, etc.
○Use of information processing systems
through introduction of internet EDI, etc.

Promotion of sector integrated
distribution operations○Batch acquisition of operation permissions, etc.
Warehouse operations permissions, cargovehicle transportation permissions, etc.

○Enter overview ofoperation contents,
implementation
periods, distribution
facilities, etc.
○Enter quantitative
CO2 emissions reduction results

Factory
Distribution sitefacilities
Retailer

Importing

Maintenance of distribution site facilities
in tandem with social capital

Support for small
and medium-sized businesses○Special tax exemptions for commercial warehouses
Corporate tax, real estate tax, etc. exemptions○Special consideration with regard to location restrictions
Special consideration regarding permission to perform
development in urbanization-restricted areas○Financial, etc. support
Raising of insurance limits on credit insurance for small and medium-sized businesses

Improvements to social capital (creation of international logistics core network, improvements
to functionality of international site ports and airports, etc.)
Eﬀect1: Promotion of distribution reforms

Eﬀect2: Reduction of environmental impact

Eﬀect3: Regional vitalization○ Improve international competitiveness○ Reduce costs○ Cut CO2 emissions by 20%○ Utilization of unused and underused
land○ Create regional employment

Number of certiﬁcation
257
March, 31 2015

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

To promote the integration and streamlining of distribution operations, the Act on Advancement ofIntegration and Streamlining of Distribution Business was enacted in 2005. This act defines support measuresand business plan certification procedures in order to promote the creation of distribution operation
streamlining and integration businesses which perform comprehensive, efficient distribution operations suchas transportation, storage, handling, and distribution processing, and the creation of distribution facilities
which serve as the core of these business activities.
In order to promote the utilization of this act, a system of indicating companies which have received
integration and streamlining plan certification (a certification mark system) was established. By the end of
March 2015, 257 said plans had been certified. An "Act on Advancement of Integration and Streamlining ofDistribution Business / Distribution“ јྙႎư࿢‫ؾ‬᝟ᒵƷ‫ݱ‬ƞƍཋ්” ǛƓᎋƑƷཋ්ʙಅᎍƷႏಮǁ

Business Integration and Streamlining
Plan Certification Application Guide"
was released, containing explanationsof the law, describing the benefits ofcertification, and providing information
on subjects such as certification࠯ ঺ Ძ Ჳ ࠰ Ძ Ძ உ Წ Ჳ ଐ૎ሊወਙ‫˄ܫ‬Ӌʙ‫ܫ‬Ტཋ්଀ᚨᲣܴ

ཋ්ዮӳјྙ҄ඥƷžᛐ‫ܭ‬ȞȸǯſƕᛓဃƠǇƠƨᲛᲛཋ්ዮӳјྙ҄ඥƷžᛐ‫ܭ‬ȞȸǯſƕᛓဃƠǇƠƨཋ්ዮӳјྙ҄ඥƷžᛐ‫ܭ‬ȞȸǯſƕᛓဃƠǇƠƨᲛʙЭแͳẦỤဎᛪ୿᫏˺঺ộỂỉỴỸἚἻỶὅửắకϋཋ්ዮӳјྙ҄ඥ᳸ȁȣȬȳǸƠǇƠǐƏŵཋ්ȀǤǨȃȈ᳸᳸ȁȣȬȳǸƠǇƠǐƏŵཋ්ȀǤǨȃȈ᳸ʻᑍŴཋ්ዮӳјྙ҄ඥƷ୼Ƴǔ෇ဇ̟ᡶǛ‫׋‬ǔƨǊƷӕǓኵǈƱƠƯŴዮӳјྙ҄ᚘဒƷᛐ‫ܭ‬ǛӖƚƨƜƱǛᅆƢᘙᅆᲢᛐ‫ܭ‬ȞȸǯᲣǛоᚨƠǇƠƨŵ ƜǕƴǑǓŴᛐ‫ܭ‬ǛӖƚƨʙಅᎍƷ˖ಅǤȡȸǸӼɥŴ්ᡫಅѦƷዮӳ҄ӏƼјྙ҄ƴ᧙ƢǔӕኵॖഒƷӼɥሁƕ‫׋‬ǒǕǔƜƱǛ஖ࢳƠƯƍǇƢŵⅤዮӳјྙ҄ᚘဒⅥᛐ‫ܭ‬ဎᛪ↝৖ࡽⅼⅤዮӳјྙ҄ᚘဒⅥᛐ‫ܭ‬ဎᛪ↝৖ࡽⅼ‛ᵹ✚วല₸ൻᴺ䇸⹺ቯ䊙䊷䉪䇹

application procedures, for use by䊶㪮䈲㪮㫀㫅㪄㪮㫀㫅䉕࿑᩺ൻ䈚䇮⩄ਥ䈫‛ᵹ੐ᬺ⠪䈏ᄢ䈐䈒ዷ㐿䈚䈩䈇䈒䈖䈫䉕⴫䈚䉁䈜䇯䊶ੑ䈧䈱ᵹ䉏䈏੤Ꮕ䈚䇮䉻䉟䊅䊚䉾䉪䈮ዷ㐿䈜䉎‛ᵹ䈱ᆫ䉕⴫䈚䉁䈜䇯

businesses engaged in operation䊶੐ᬺ⠪ห჻䈏⣨䉕⚵䉖䈣ᆫ䋨දജ䉇ද⺞䋩䉅฽䉂䇮㕍䈫✛䈲䇮ⓨ䋨䈐䉏䈇䈭ⓨ᳇䋩䇮⥄ὼ䋨ⅣႺ䈻䈱㈩ᘦ䋩䉕⴫䈚䉁䈜䇯

integration and streamlining.

јྙႎư࿢‫ؾ‬᝟ᒵƷ‫ݱ‬ƞƍཋ්ƷǤȡȸǸ

Source: MLIT (Tentative Translated byĬ ᛐ‫ܭ‬ဎᛪ
Eco-Mo Foundation)Ūžᛐ‫ܭ‬Ȟȸǯſʩ˄ȕȭȸŦ ཋ්ʙಅᎍŦ ཋ්ʙಅᎍ
ዮӳјྙ҄ᚘဒǛᘍƓƏƱƢǔ‫ئ‬ӳዮӳјྙ҄ᚘဒǛᘍƓƏƱƢǔ‫ئ‬ӳ →→ ‫૾ע‬ᢃ᠞‫ޅ‬ƴဎᛪ‫૾ע‬ᢃ᠞‫ޅ‬ƴဎᛪዮӳјྙ҄ᚘဒᛐ‫ܭ‬ƷȡȪȃȈ
ဎᛪ୿᫏Ʒ˺঺૾ඥ ƳƲႻᛩᆸӝɟᚁᘙ˄ĭ ᛐ ‫ܭ‬ŦŦ‫૾ע‬ᢃ᠞‫ޅ‬‫૾ע‬ᢃ᠞‫ޅ‬ᛐ‫ܭ‬ဎᛪƕؕஜ૾ᤆƴᢘӳƠƯƍǔ‫ئ‬ӳ → ᛐ ‫ܭ‬ᛐ‫ܭ‬ဎᛪƕؕஜ૾ᤆƴᢘӳƠƯƍǔ‫ئ‬ӳ → ᛐ ‫ܭ‬žᛐ‫ܭ‬ᡫჷ୿ſƱӳǘƤƯŴžᛐ‫ܭ‬ȞȸǯſǛʩ˄žᛐ‫ܭ‬ᡫჷ୿ſƱӳǘƤƯŴžᛐ‫ܭ‬ȞȸǯſǛʩ˄‫ ם ׎‬ʩ ᡫ ႾĮ ᘙ ᅆŦ ཋ්ʙಅᎍŦ ཋ්ʙಅᎍ
ᛐ‫ܭ‬ǛӖƚƨ‫ئ‬ӳᛐ‫ܭ‬ǛӖƚƨ‫ئ‬ӳžᛐ‫ܭ‬ȞȸǯſƕᘙᅆưƖǔžᛐ‫ܭ‬ȞȸǯſƕᘙᅆưƖǔ33䂾 ડᬺ䉟䊜䊷䉳䈱ะ਄䂾 ‛ᵹ✚วല₸ൻᴺ䈱䌐䌒‛ᵹ✚วല₸ൻᴺ䈱ᦝ䈭䉎ᵴ↪ଦㅴբƍӳǘƤέᲴ‫ם׎‬ʩᡫႾ૎ሊወਙ‫˄ܫ‬Ӌʙ‫ܫ‬Ტཋ්଀ᚨᲣܴ       ᦉ ̽Ŵ‫ ם‬Ꮔ ᲢϋዴᲴŴᲣ

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

(Manual of the Green Management Certification System)

34

1 Promotion of global warming countermeasures⑤Promotion of usage of public transportation
Creating new railroad lines and new transportation systems, and making rail and bus transportation moreconvenient, contribute a shift in passenger transportation from private cars to public transportation, which
has less of an environmental impact. This leads to reductions in automobile CO2 emissions, so various
measures are being implemented in order to achieve this shift.

■Establishment of the Basic Act on Transport Policy
The Basic Act on Transport Policy was enacted on ● Overview of the Basic Act on Transport
PolicyDecember 4, 2013.
Increasing international competition / Creation of disaster-resistant
Shrinking andThis act defines the basic philosophy underpinningtransport related measures in order to promote measuresnecessary for the national government to coordinate
closely with local governments and transport companies
in implementing comprehensive and systematic measuresfrom the perspectives of increasing international
competitiveness and regional vitality, and ensuring

Japan's economic slump

For example

Strengthening of international transport networks, ports, airports, etc. inorder to provide Japan with greater international competitiveness
Securing and improving of public transportation in crisis areas
Securing of passenger and logistics networks in the event of large-scaledisasters, rapid recovery, etc.
The following are essential intackling these issues:* Systematic measures based on long-term perspectives* Coordination and collaboration between diverse parties (related
ministries, transportation operators, local governments, residents,
etc.)

Formulation of transportation policy basic laws
Clarify basic concepts and responsibilities
of individual parties, etc.

the international transport, national transport, andsupporting Japan's economic and social activities. The act
clearly specifies the responsibilities of involved parties,

Narita Airport

Toyama LRT

Cabinet decisions and Diet reports on transportation policy basic plans
Measures required to strengtheninternational competitivenessResponse to large scale disasters
Measures required to reduce
environmental impact

and mandates that the Cabinet approve a Basic Plan on
Transport Policy and present it to the Diet. The Cabinet
approved the first Basic Plan on Transport Policy on
February 13, 2015.

Measures required to improve regional vitality
Securing transport lifelines andimplementing barrier free transport
Measures focused on regional renovation andestablishment of Japan as a tourist destination

Required support measures(legal and ﬁscal, etc.)
Annual reporting to the Diet("White Paper on Transport Policy")

Kyushu Shinkansen

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

Overview of the Basic Plan on Transport Policy[Social and economic changes addressed by this plan]（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
National measures
stipulated
Basic approachin the Act

Remote island sea routes

Creation of a framework enabling the government and related parties
to work as one to powerfully promotetransportation policies in order to tackle Japan's pressing issues●Overview of the Basic Plan on Transport Policy

Measure objectives

aging population

Transport measures play an extremely important role in tackling Japan's pressing issues

preparedness for large-scale disasters. This act applies toregional transport which acts as the infrastructure

country / communities

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

B. Creation of international and inter-

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
transportation 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）

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

C. Creation of sustainable,safe, secure transport
infrastructure

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

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

35

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Measures for promoting rail use
The MLIT provides support for efforts byrail operators to promote the use of urbanrail, achieve greater speeds on existingarterial railroads, achieve greater speeds on
freight rail lines, convert freight rail lines
into passenger rail lines, smoothinterconnections, make comprehensive
improvements to railway stations, andimplement barrier-free measures in railway
stations, etc.

●Service and convenience◆Arterial railroad, etc. vitalization projects
・Conversion of cargo rail lines to passenger rail lines,
Osaka outer loop line (Shin-Osaka to Hanate)◆Rail station comprehensive improvement projects
K eikyu Corporation Keikyu Kamata Station, Seibu Railway
Shiinamachi Station, Hanshin Electric Railway Koshien Station, JR
East Kannai Station◆City railroad convenience promotion projects
・Speed improvements - Sotetsu / JR through line (Nishiya Station Yokohama Hazawa Station area), Sotetsu / Tokyu through line
(Yokohama Hazawa area - Hiyoshi)
・Transport interchange function advancement - Hanshin Sannomiya
Station

It is also collaborating with rail operators in the "Eco Rail Campaign",
promoting the use of rail transportation as an handy environmental action.
Support for the establishment of next generation streetcar systems (LRTs*),
which are increasingly in the spotlight, is being provided as part of the
Ministry's regional public transportation provision, maintenance, andimprovement project.
* LRT: Short for "Light Rail Transit". These next generation streetcar
transportation systems use low-floor trams (LRVs), improve their track

Source: MLIT (Tentative
Translated by Eco-Mo
Foundation)and stop to 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 transportation system which is friendly to people
and to the environment, providing greater speeds, punctuality, and transport capabilities. It is gaining greaterattention for its barrier free access and environmental friendliness, contributing to the restoration of urban andregional areas by vitalizing central urban districts.

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

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

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

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

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

Normaltrack

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

䋻

Vibration
control
track

87dB 䋻 76dB

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

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

Height diﬀerence makes
steps necessary

Fukui Ekimae area
Uses embedded tracks
to reduce noise and vibration

Track structure

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

Train

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

Floor heightPrivately
owned car

780mm 䋻 330mm

Minibus
LRT
streetcar

㻝㻤㻤
㻥㻠
㻟㻢

Train can be boarded directly fromplatform, with no height diﬀerence

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

1 Promotion of global warming countermeasures■ Revised Act on Vitalization and Rehabilitation of Local Public Transportation
Systems
In May 2014 a revision to the Basic Act on Transport Policy was drafted, and enacted in November of thesame year.
Also, the August 26, 2015, the Revised Act on Revitalization and Rehabilitation of Local Public
Transportation Systems and Japan Railway Construction, Transport and Technology Agency Act (Act No. 28
of 2015) created a system for funding, etc., projects for improving certified rail transport, etc.
● Overview of the Revised Act on Vitalization and Rehabilitation of Local Public
Transportation Systems
Detailing of Basic Act on Transport Policy(enacted and promulgated December 4, 2013)
Promotion of transportmeasures from the perspectiveof town planning

Securing of meansof transportation essential fordaily life, etc.

Objectives
Maintain and improve regional societal
vigor in the face of full-ﬂedged population
reductions

Key Points①Rebuild with a focus on
local public agencies②coordinate with town planning,③recreate an areawide
public transportation network

Promotion of coordinationand collaboration between
involved parties

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

National government formulates policy,
taking coordination with town planning
into consideration
Local public agencies holdcoordination council upon consultation
with operators and formulate plan

Local public transportation
network formation plan

■Coordination with town planning in order to produce compact cities■Rebuilding of areawide public transportation networks for entire regions

Local public transport reorganization speciﬁc program
Operators, etc., implement with thesupport of local public agencies inorder to rebuild an areawide public
transportation network
Local public agencies formulate withthe consensus of operators, etc.
* The Revised Act on Revitalization and Rehabilitationof Local Public Transportation Systems was enacted
on November 20, 2014

Local public transport
reorganization projects

Tramway
Rail businessinprovement
restructuring
project
project(LRT development) (vertical separation) 䡡䡡䡡

Local public transport
reorganization
implementation projects

Implementation
plan

Implementation
plan

䡡䡡䡡

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

Source: MLIT (Tentative Translated by Eco-Mo Foundation)● Conceptual image of reconstruction of public transportation integrated withcompact town development
Restructuring of public transportation
coupled with community development

Current situation
Every bus route has
a only low-frequency
rate of service
Diﬀusedurban zones

Private cars are theprimary transport mode

Attraction of
medical welfare
and other urban
䠶 to thefacilities
base area
Attraction of
housing to areas
along public
transportation lines

CentralstationBase area

Formation of a circulatory
public transportation
network in the base area
Enhancement oftransportation
services that link bases
Hospital

Feeder transportationby community buses

Welfarefacilities
Town oﬃce

Development ofpedestrianspaces and bicycle
usage environments

Areas clear of
public transportation

Measures concerning
community development
Measures concerning
local public transportation

Developmentof transfer sites
Introduction ofdemand-responsive
shared taxis

Collaboration

Successful
cycle

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

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

37

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector●Overview of the Reviced Act on Revitalization and Rehabilitation of Local
Public Transportation Systems and Japan Railway Construction,
Transport and Technology Agency Act
2014 Revised Act on Vitalization and Rehabilitation of Local Public Transportation Systems(drafted in May 2014, enacted in November 2014)

Creation of a system to ① Rebuild with a focus on local public agencies, ② coordinated with town planning, and③ recreate an areawide public transportation network
Of these, initiatives such as the following require concentrated
investment during their initial stages* Deployment of new transportation systems such as LRT or BRT* Deployment of IC card and information guidance systems
integrated with revisions to routes and timetables

Large metropolitan areas and provincial cities of a certain scale, inparticular, can be expected to be proﬁtable in the medium- andlong-term, so that eﬀective support such as equity ﬁnancing become
more feasible.

◆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 transportation networks which have received certiﬁcation from the Minister of Land, Infrastructure, Transport and Tourism
in accordance with the Act on Revitalization and Rehabilitation of Local Public Transportation Systems, and strengthen and diversify support for this system.
Basic Scheme

Local public transport reorganization project(created by local public agencies)(IC Card)

Tramway improvement implementation plan, etc(created by operator)(BRT)

Local Public transportation network formation
plan (created by local public agencies)(LRT)

Detailed Project Concept
Investment/
Transport funding

operator

Privatecompanies

Dividends/
repayments

Financial
institutionetc.

1. Examples of maintenanceand operation of LRT

New company for
implementing local
public transportation
network rebuilding
project (corporation)
Investment,
etc.

Monitoring /operation
supportDividends

Japan Railway Construction,
Transport andTechnology Agency
Operation
Investment, etc.

Certiﬁcation MLIT Minister

Special account forthe ﬁscal investment
and loan programStop(public)

Commercial entity

Operation(commercial entity)

Carriages(public)

Rails(public)

Operation
Carriages(public)

Investment/ Local companies,
ﬁnancing
ﬁnancial

Dividends/ institutions, etc.
repayments
Investment, etc. Japan Railway

Rails(public)

Local government

Dividends
Monitoring /operation
supportConstruction,
Transport andTechnology
AgencyFacility maintenance
Ownership, maintenance
2. Example of regional railroad vertical separation and information guidance system, etc., deployment
Local railroad
Local railroad
Operation

SupportLocal governments
along rail line

Operationcompany
Operation

Investment/ Local companies,
ﬁnancing
ﬁnancial

Dividends/
repayments

institutions, etc.

Investment, etc. Japan Railway
出典：国土交通省
Construction,
Maintenance
Dividends

Facility
maintenanceconsignment
fee

Monitoring /Facility
usage fee operation
supportLocal railroad
Facility ownershipTransport andTechnology
AgencyDeployment of information
guidance system, etc.

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

1 Promotion of global warming countermeasures■Promotion of eco-commuting
There is a growing demand for a shift in means of transportation, from the use of private cars to low
carbon dioxide emission measure, by promoting the use of public transportation. In order to promote highly
effective measures which match both user side and transportation operator side efforts, a Conference on
Promotion of Public Transportation was held in March 2005, involving transportation operators, members of
the business sector, and members of the government.
In November 2007 the "Eco-commuting Pilot Program through the Mobility Management Project" wasadopted to promote conversion from the use of private cars to public transportation, bicycles and on foot forcommuting.
From June 2009 thereby promoting eco-commuting, the "Excellent Eco-Commuting Business Site
Certification System" was launched to certify businesses which voluntarily and actively promoted ecocommuting. As of the end of December 2015, 647 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 transportation, bicycles and on footConceptual image

BeforeAfter
Rail stations,
etc.

Home,
company housing,dorm, etc.

Home,company housing,dorm, etc.

Commutertrains

・Traﬃc jams
・Deterioration insurrounding
environment
・Traﬃc accidents"Eco-commuting"CommuterbusesCompany
housing,
dorm, etc.

Ride sharing

Homes, etc.

Oﬃces, factories, etc.

Oﬃces,
factories,etc.

Bicycles

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

39

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Low Carbon City Act
It is important to build up a collection of success cases of rationalization of energy usage and urban andtransportation carbon emissions reductions, promotive greater adoption and vitalize the housing market andlocal economies, by promoting private investment in urbanization areas, etc. based on changes in energy
supply and demand triggered by the Great East Japan Earthquake and increasing energy and global warming
awareness among citizens.
The Low Carbon City Act was passed by the Diet in September 2012 and enacted in 2012 December of thesame year. As of December 2015, 21 cities have created low carbon town plans. These plans are listed 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 transportation○Improvement of bus routes, LRT, etc., implementation ofcooperative delivery
Special provisions for business laws covering buses, trains,etc.
○Automobile CO2 emissions reductions

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

Source: MLIT (Tentative Translated by Eco-Mo Foundation)40

1 Promotion of global warming countermeasures⑥Promotion of Environmentally Sustainable Transport (EST)In order to reduce carbon dioxide emissions by the passenger transport sector, it is important to implement
measures to reduce the excessive dependence on private vehicles, which account for the majority of thesector's emissions, and promote the use of public transportation, etc. It is essential, when doing so, to employ
measures which reflect the local area's features, and for measures to be driven by the community with thecollaboration of related parties.
In order to achieve this, the MLIT has implemented an "EST Model Project", selecting areas which are
implementing leading efforts at achieving Environmentally ●MLIT website "EST Database"
Sustainable Transport (EST), and related ministries and agencies
collaborate to provide support in the areas such as promoting
the use of public transportation, implementing measures tosmooth automobile traffic flow, promoting the use of low-emission
vehicles, and promoting awareness raising.
Over the three year period from 2004 to 2006, 27 areas wereselected as EST Model Project areas, and each area has
implemented three year model projects. related ministries andagencies are coordinating with each other, providing support andmaking information regarding the results of these projects
available in order to expand EST to a nationwide scale. As partof these efforts, the MLIT website provides an EST Databasewith the results of these model projects, sharing information
about how to effectively implement EST activities.

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

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

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

41

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Regional EST Forum in Asia
The Regional EST Forum in Asia is a high level governmental policy discussion forum, jointly created by
the MOE and the United Nations Centre for Regional Development (UNCRD) with the aim of achieving
Environmentally Sustainable Transport (EST) in the Asian region. Members include government officials incharge of environmental and transport issues from Japan and other like-minded countries in Asia, as well as
environmental and transport experts. The first Forum was held in Nagoya in August 2005.
It was attended by 13 countries — 10 ASEAN countries, China, Japan, and Mongolia, and resulted in the
adoption of the Aichi Statement. The Aichi Statement specifies that the Forum is to be held as a regular
event, outlines the basic approach to EST in Asia, and states that the UNCRD will play a central role,assisting with the formulation and implementation of strategic plans and action plans for individual countries.
In April 2013 the 7th Forum was held in Bali, Republic of Indonesia. Representatives from 23 Asian
countries and regions participated, sharing information regarding EST policies and success cases. The Bali
Declaration was adopted, affirming further promotion of EST and complementing the Bangkok Declaration for
2020, formulated at the 5th Forum, held in 2010, specifying EST targets.
At the 8th Forum, held in November 2014, the Colombo Statement was adopted aiming to promote lowcarbon transportation in Asia. The Special Session for city mayors in Asia was convened, reviving interest in
the Kyoto Statement adopted in 2007 to promote environmentally sustainable transport in Asia, and issuing a
supplementary note to strengthen such actions in this regard.
In November 2015 the 9th Forum was held in Kathmandu, Federal Democratic Republic of Nepal.

●9th Forum opening ceremony42

1 Promotion of global warming countermeasures■ Comprehensive support for energy creation, storage and saving in towns,
residences and transport
Japan is facing unprecedented challenges, such as a shrinking and aging population, financial constraints,
intensifying international competition, and energy restrictions prompted by the increasingly severe global
environmental situation 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 Cities, and comprehensive special zones, regional local governments,
private businesses, and others are taking the lead in considering how to create a low carbon, recyclingoriented society. The MLIT is engaged in a wide range of fields closely tied to the economy and the lives ofcitizens. In these fields, the Ministry is providing comprehensive support for leading efforts by regions andbusinesses to create, store, and save energy in towns, residences, and transport by demonstraiting practicalcapabilities, responsive capabilities, and comprehensive capabilities.
The Ministry is also supporting the formation of advanced concepts by local governments and private
businesses for the creation of models tailored to city scales and local features, etc., in order to create, store,
and save energy in towns, residences, and transport.

● Planning supports for comprehensive support model creation for energy creation, storage andsaving in towns, residences and transport
2012
RegionHakodate City,
Hokkaido

Hirosaki City,
AomoriPrefecture

Sponsor(Representative Organization)

TO Ogasawara Co., Ltd.

Cosponsor

Title

Mitsubishi Heavy Industries,
Ltd.
Mitsubishi Motors Corporation
JTB Corporate Sales Inc.
Hakodate Jikoh

Hakodate excursion network concept based on
new energy and EV mobility- Striving to create a self-sufficient region byleveraging diverse forms of energy Town planning concept for local energy
production and consumption using Hirosaki's
local resources- "Creating", "Moving", and "Storing" by convertingto green hydrogen energy -Hirosaki City

Daiwa House Industry Co., N T T U r b a n D e v e l o p m e n t Realizing the Tsukuba Environment Style "SMILe"
Tsukuba City,
Ltd.
Corporation
Citizen-led sustainable community model
Ibaraki Prefecture
Tsukuba Branch
Placemaking Institute Inc..
concept

Kurashiki City,
OkayamaPrefecture

JFE Shoji Corporation,
Okayama Branch

Sumitomo Mitsui Auto Service
Co., Ltd
Kurashikijisho Co., Ltd.
Mitsubishi Motors Corporation
Nishinihon Mitsubishi Motors
Corporation
Marugo Rubber Industries, Ltd.
Kurashiki Machidukuri Co.
Kurashiki Seibou Co., Ltd.
Inoue Co., Ltd.
Kamoi Kakoshi Co., Ltd.
Kurashiki Ivy Square Co., Ltd.
Marubun Corporation Co., Ltd.
Hagihara Industries, Inc.
Kurashiki chamber ofcommerce

EV / PV-centered corporate community-led
Kurashiki vitalization and greening concept- Implementing a regionally-based energy
creation, storage, and saving model -Striving to create a town led by the model
concept of promoting tourism and exchange
between residents by using Satsumasendai's
local diversity- A city, supported by energy, where people want
to go, share, and live -Satsumasendai
City, Kagoshima Satsumasendai City
Prefecture

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

43

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector
2013
RegionUrayasu City,
Chiba Prefecture

Sponsor(Representative Organization)

Cosponsor

Title
Urayasu City urban waste heat utilization model
concept- Highly sustainable heat utilization system thatleverages existing urban sewer infrastructure -Urayasu City

Osaka City,
TAIKA logistics Solution LLC
Osaka Prefecture

Limited lease low carbon industrial and logistics
park concept for the Osaka Bay Yumeshima
District
Sakishima-Asia Smart- Model for creating a low carbon, low cost port
Community Alliancedistrict using infrastructure for mutual sharing ofelectricity and heat and a joint freight
distribution system -Anjo City, Aichi
Prefecture

Denso Corporation

Anjo City
Anjo Style Company
Toyota Tsusho Corporation

Takaoka City,
ToyamaPrefecture

Takaoka CityC o nc ep t f o r ci t y v i t ali z a t io n t hr o ug h t hedeployment of low carbon mobility and creation ofan "Anjo Model" through harmonious coexistencewith industry- Striving to turn Anjo into an environmental capitalthat grows with its residents Concept for achieving low carbon mobility byleveraging Takaoka's trams- Striving for local public transport intimately tied
to residents' activities and awareness -Hewlett-Packard Development
Yanagawa City,
Company, L.P.
Nishitetsu Information
F u k u o k a
Nishimu Electronics Industries
System Co., Ltd.
PrefectureCo., Ltd.
KCS Corporation

Yanagawa area tourism promotion concept- Creating a dynamic tourist town of interaction
and interchange of people and goods byleveraging energy creation, storage, and saving -Source: MLIT (Tentative Translated by Eco-Mo Foundation)
2014
RegionKanagawa
Prefecture
Odawara City

NaganoPrefecture
Matsumoto City

Sponsor(Representative Organization)

Odawara City

Cosponsor

Title

Houtoku Energy Co., Ltd.
Odawara Gas Co., Ltd.
Dynacity Corporation

Odawara City Nakazato Area Energy Networkand Low Carbon Transportation System Modeling
Concept- Urban development using locally generated
energy, creating cities where anyone can go out
freely using environmentally-friendly
transportation Matsumoto City, Shiga Region Hilly Area Energy
Creation and Storage Modeling Concept- Using community activities led by residents ofhilly areas with declining and aging populations -Matsumoto City

Osaka Prefecture
Osaka City
Osaka City

Umekita Phase 2 District Energy Concept
Kansai Electric Power Co., Inc.
- Creation of models of energy systems
Osaka Gas Co., Ltd.
contributing to the implementation of the Osaka
Nippon Telegraph Andenergy local generation and local consumption
Telephone West Corporation
promotion plan -Hyogo Prefecture
Kobe City
Kobe City

Kobe Center Sannomiya Region Next Generation
Smart Energy Infrastructure Concept- Creation of a conduit line network utilizing
existing underground commercial areas -Yakushima Clean Energy Island Concept
Yakushima Town
K a g o s h i m a
Energy Efficient Construction- Discovering optimal environment sharing
Prefecture
Junior Chamber International
Institutemethods in order to create an energy-efficient,
Yakushima
Yakushima Town
locally circulating regional economy -Source: MLIT (Tentative Translated by Eco-Mo Foundation)

2015
Implementing Region

Sponsor (Representative Organization)

Sapporo City (Hokkaido)

Sapporo City

Nagai City (Yamagata Prefecture)

Nagai City

Hokuei Town (Tottori Prefecture)

Hokuei Town

Kitsuki City (Oita Prefecture)

Kitsuki City

Yatsushiro City (Kumamoto Prefecture)

Yatsushiro Future Development Council

Source: MLIT (Tentative Translated by Eco-Mo Foundation)44

1 Promotion of global warming countermeasures

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, in which people can use cars when they need them, without owning the cars, isgrowing in popularity worldwide. Over 680,000 people in Japan utilize in car sharing (according toMarch 2015 research by the Eco-Mo Foundation).
In 2012 the Eco-Mo Foundation performed an evaluation of the effectiveness of car sharing at
reducing environmental impact. A survey of car sharers was carried out with the cooperation of five
major car sharing operators. The survey found a decrease of over 60% in the number of cars owned
per household after joining a car sharing scheme, a decrease of just under 40% in average annual
miles driven, and an average annual reduction in automobile CO2 emissions of 0.34t (45%). A reportcontaining detailed survey results and measures for popularizing car sharing in the future can befound on the Eco-Mo Foundation website.
●Change in average number of automobiles owned per household

0.5

0.45

N=489

0.4
0.3

0.17

0.2
0.1
0

Before car sharing

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

5,000

4,048

■ Car sharing■ Own car■ Rental car

4,000
3,000
2,000

2,563
586

3,445

1,377

1,000
0

602

600

Before car sharing

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

▲52.8%▲44.9%＋16.1%▲52.9%▲44.1%

0.6
0.4
0.2
0

Overall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

Beforecar
sharing

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

Present

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

N=491

N=112

N=194

N=140

Kanagawa Prefecture

N=42

45

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Energy Saving Act-based measures
The steady implementation of energy saving measures is an important challenge in tackling global
warming.
The Act on the Rational Use of Energy (the Energy Saving Act) seeks to rationalize the use ofenergy based on operator's decision criteria defined by the national government. Operators (specified
operators) using a specified amount of energy or more are required to report on their energy usage
yearly, and formulate plans (medium to long term plan) (3-5 years) for rationalization of energy use.
The transport sector was added in the April 2006 revision to the Act.
In order to ensure energy reductions within freight distribution sector, the Act applies not only tocarriers 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(560 as of the end of March 2015)

Speciﬁed freight owners

Must create and reporton energy saving plans(836 as of the end of June 2014)

Must create and reporton energy saving plans

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

Specified carrier designation status (total of 560 companies as of the end of March 2015)
Freight
RailwayNo. ofcarriers

1

Passengers

Commercial P r i v a t e
Shipping
truckstrucks281

86

32Railway

Buses

Taxis

Shipping

26

94

26

12

46

Aviation

Total

2

560

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

Rail・Introduce energy saving trains
・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
volume・Perform cooperative delivery and improve loading rates through use of returncargo, etc.

Ships

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

47

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）Emissions trading system measures
The Japanese government has proposed a Joint Credit Mechanism (JCM) for international emissions
trading. With the end of the adjustment period for the first commitment period of the Kyoto Protocol(by 2015), countries not participating in the second commitment period cannot internationally transfer
or acquire Kyoto Mechanism credits.
Japan is operating and promoting the J-Credit Scheme for domestic emissions trading.

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

Japan

Host country

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

JCM Project

MRV* methodologies
will be developedby the Joint
Committee

MRV

Credits

Used to achieve Japan's
emission reduction target

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

J-Credit Scheme

Users of credits

Application for project registration
Application for certiﬁcation

CapitalLow carbon
society
implementation
plans

Promotion of
Global WarmingCountermeasures

Carbonoﬀsetting

Project
participant
Credits

Centralgovernment
Credits
Discussion

EnergySaving Act

Steering
committee

Certiﬁcationcommittee

Source: J-Credit Scheme website (Tentative Translated by Eco-Mo Foundation)48

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

2 Promotion of emissions gas measures for trucks
and busses (diesel vehicles), etc.
The problem of vehicle exhaust gas became a serious social problem with the rapid urbanization
which began in the mid-1960s and the increase in vehicle traffic. The government strengthened
exhaust gas regulations by enacting vehicle composition regulations and repeatedly revising roadvehicle safety and emission standards. In 1992 the Automobile NOx Reduction Law (now theAutomobile NOx PM Control Law) was enacted. In urban areas where there are some difficulty inachieving air quality standards targets, local governments, starting with Tokyo's local government,
have implemented operation restrictions, primarily on diesel vehicles, which produce a great deal of
PM emissions.

（1）Promotion of emissions gas measures for diesel vehicles①Restrictions on manufacturers
Post-new long term regulations, some of the strictest regulations in the world, went into effect in 2009.
These regulations almost completely prohibit the emission of particulate matter (PM), carcinogenic matter
which is a cause of respiratory disorders. They also greatly reduce emissions of photochemical smog, also a
cause of respiratory disorders, and of nitrogen oxides (NO2, etc.), which are air pollutants which cause acidrain. These regulations have almost completely solved the long-standing problem of particulate matteremissions by diesel vehicles, with older diesel vehicles being gradually replaced by clean diesel vehicles withdramatically improved exhaust gas performance.
●Vehicle exhaust gas restrictions (diesel-powered heavy vehicles)100

1974 regulations 100％

Nitrogen oxide（NOX）

Particulate matter（PM） Short-term
regulations

100

1994 regulations 100％

80

Reduction（%）

Reduction（%）

1977 regulations 85％
1979 regulations 70％
1983 regulations 61％

60

1988 regulations 52％

Short-term regulations

40

1994 regulations 43％

Long-term regulations 1999 regulations 33％
New short-term regulations 2004 regulations
24％

2005 regulations
New long-term regulations
15％

20

Post-new long-term regulations

0

1974

（S49）

1979

1984

1989

1994

1999

80
60
Long-term regulations

40

New short-term regulations

20
0

2009

1974

（H21）

（S49）

2004 regulations
26％

New long-term regulations

5％

2004

1999 regulations 36％

Post-new long-term regulations

1979

1984

1989

1994

1999

2004

2005 regulations
4％
1％

2009

（H21）

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

49

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Restrictions on users
In urban areas where Automobile NOx/PM air quality standards had not met, nitrogen oxidecountermeasure areas and particulate matter countermeasure areas were defined and restrictions wereplaced on vehicle users with the aim of achieving air quality standards in the areas by roughly 2010.
Specifically, for areas specified in the regulations, users are prohibited from registering vehicles which do notmeet specific exhaust standards (model prohibition) and mandate the submission of exhaust gas regulationplans by specified operators. Tokyo, Saitama Prefecture, Chiba Prefecture, Kanagawa Prefecture, Hyogo
Prefecture, and Osaka Prefecture have also defined ordinances restricting the inflow of non-compliancevehicles from other regions, for futher reducing nitrogen oxide and particulate matter emissions.
In order to differentiate between vehicles which do and do not meet these standards, complied vehicles areissued with stickers, preventing the influx of illegal vehicles. Despite the implementation of restrictions
affecting users in areas implementing these measures, non-compliance vehicles from other areas pass throughintersections with heavy trafic, resulting in areas not meeting air quality standards. In response to thissituation, the Automobile NOx/PM Law was partially revised in 2008 to apply to users outside regulationspecified areas as well.
Furthermore, in March 2011 the Automobile NOx/PM Law enforcement and ministerial orders wererevised, extending the application of the regulations to users in order to achieve air quality standards targets
in urban areas by 2020.

Category

Automobile NOx/PM Law

Tokyo, Saitama, Chiba,
andKanagawa Prefectures

National law

Ordinance

Hyogo Prefecture
Ordinance

Osaka Prefecture
Ordinance

Ordinance

Ordinance

Regulatedmaterial

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

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

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

Prohibits driving ofvehicles which do notconform with exhauststandards

Vehiclesaffected

Vehicles which arrive at
Vehicles whose use is
Diesel vehicles driving in Diesel 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)

Vehiclemodelsaffected

Diesel passenger
vehicles, trucks, buses,
special purpose vehicles(not including minivehicles, special vehicles,
and passenger vehicles
which use gasoline or
LPG as fuel)Prohibits driving ofvehicles which do notconform with exhauststandards

Diesel vehicles withlicense plate numbers 1-,
2-, 4-, 6-, or 8- (except forpassenger vehicles with
8- license plate numbers)

50

Vehicles with total
weights of 8t or morewhich cannot beregistered due to theiruse being based in nonregulated areas specified
by the Automobile NOx/PM Control Law (forbuses, buses withcapacities of 30 people
or more)Prohibits driving ofvehicles which do notconform with exhauststandards

All trucks, buses, andspecial vehicles otherthan passenger vehicles
c o v e r e d b y t h e
Automobile NOx/PM Law

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

（2）Appropriately maintained vehicle usage and appropriate fuel usage
guidance①Appropriately maintained vehicle usage
In order to reduce the environmental impact of vehicles, it is essential that they should be properly
maintained and that they consistently maintain exhaust gas performance during operation. Insufficiently
maintained vehicles emit greater amounts of NOx and PM than properly maintained vehicles, creating major
environmental problems.
A study of reductions in emissions of black smoke after maintenance on diesel vehicles brought in formaintenance found that 30% of all the vehicles examind are found reduced the black smoke concentration 10%
or more. This confirmed that inspection and maintenance significantly reduces diesel black smoke emissions.
● Reduction in black smoke emissions as the resultof inspection and maintenance / Number ofvehicles brought in for maintenance in October
2014(According to a study by the Japan Automobile
Service Promotion Association)

Reduction of
20% or more
and lessthan 30%

Vehicles Percent
7%
Reduction of
Measuredage

Reduction of less than 10%

27,74570%

Reduction of 10%
or more and less than 20%

6,973

17%

Reduction of 20%
or more and less than 30%

2,575

7%

Reduction of 30% or more

2,190

6%

Total

39,483

100%

10% or more
and lessthan 20%

17%

Reductionof 30%or more6%

Vehiclesmeasured
39,483(100%)

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

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

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

3 Environmentally friendly vehicle promotion
measures (vehicle taxation reevaluation)
The 2016 automobile acquisition tax and mini-vehicle tax green tax provision revision and extension,and the 2017 introduction of environmental performance based tax reduction, are described on thefollowing page.
51

2
0
1
7

2
0
1
6
Achieved 2020
fuel eﬃciency
standard +10%▲▲

Content

Achieved 2020
fuel eﬃciency
standard

Achieved 2020
fuel eﬃciency
standard +20%

Electric vehicles, etc.

Vehicles aﬀected

▲

▲

▲

Content[Mini-vehicles] (Apr. 2016 to Mar. 2017)

52

3%
2%

Not
achieved
PrivatevehiclesCommercial
vehicles

1%
1%
0. 5%

1. 8%
1. 2%

Achievement

1. 2%
0. 8%

achievement

+5%

0. 6%
0. 4%

achievement

0%
0%

3%
2%

2%
1%

Achievement

1%
0. 5%

+5%

achievement

achievement

+10%

1%

2%

ment

+20%

achievement+15%

achievement

0%
0%
0%

0%
0%

+10%

achievement

+10%

Not
achieved

2%

2%

ment

3%

Achievement

2015 fuel eﬃciency standard+15%

Passenger
vehiclesMinivehicles
Commercial
vehicles+10%
Achieve- +5%
ment achieve- achieve-2020 fuel eﬃciency
standard2015 fuel eﬃciency standard
achievement

0%
0%
0%

achievement

2015 fuel eﬃciency
standard

Environmental performance discount tax rate
(Apr. 2017 to Mar. 2019)* Indicated current eco-car tax reductions are for 2009 exhaust gas restriction NOx/PM10% reduction vehicles. Indicated environmental performance taxes are for 2016 exhaust gas
restriction compliant vehicles and 2009 exhaust gas restriction NOx/PM10% reduction vehicles.

PrivatevehiclesCommercial
vehicles

ment

+10%

achievement

3% 2.4% 1. 8% 1. 2% 0. 6%
2% 1.6% 1. 2% 0. 8% 0. 4%
2% 1.6% 1. 2% 0. 8% 0. 4%[Heavy vehicles]

Passenger
vehiclesMinivehicles
Commercial
vehiclesAchievement+20%

achievement+10%

Achieve- +5%
ment achieve-2020 fuel eﬃciency
standard2015 fuel eﬃciency
standard

Current automobile acquisition tax rate
(Apr. 2015 to Mar. 2017)<Automobile acquisition tax> Eliminated when consumption tax is raised to 10%.
<Introduction of environmental performance based tax reduction> Places lower burden than current automobile acquisition tax. Maximum tax rate for commercial and mini-vehicles is 2%.

Achieved 2025
fuel eﬃciency
standard +20%

Electric vehicles, etc.

Vehicles aﬀected

Achieved 2015 fuel eﬃciency▲
standard +20%(achieved 2020
fuel eﬃciency standard)
Achieved 2015 fuel eﬃciency
standard +20% (did not achieve2020 fuel eﬃciency standard)▲
Achieved 2015 fuel eﬃciency
standard +10%

Content(Apr. 2016 to Mar. 2017)

Electric vehicles, etc.

Vehicles aﬀected[Passenger vehicles]▲

Content

Content
No environmental performance tax
applied to omnibus vehicles used fortransportation on ordinance-deﬁnedroutes

Deduct 3.5 million yen (for one ASV
device) or 5.25 million yen (for two ASV
devices) from acquisition cost ofvehicles with ASV devices<Consideration Items regarding 2017 Tax System Revisions>[Vehicle tax, mini-vehicle tax]
Speciﬁcs regarding green tax provisions (reductions) for vehicle taxes and mini-vehicle taxes from 2017 onwards, when environmental performance discounts will be
introduced, will be decided on in the 2017 tax system revisions, clearly positioning
them as a supplementary system to the environmental performance discounts.
[Motor vehicle tonnage tax]
Revisions to eco-car tax reductions to motor vehicle tonnage taxes will beconsidered in alignment with the 2015 Outline for Tax Reform compiled by the rulingparties, from the perspective of establishing a system which continuously promotes
the popularization of automobiles with exceptional fuel eﬃciency, given the fueleﬃciency improvements that are being made each year. Speciﬁcs will be decided onin the 2017 tax system revisions.

ASV special measure

Barrier free special Deduct 1 million to 10 million yen ofmeasureacquisition cost of barrier free vehicles

Specialbus ordinanceSpecial measure<Special measures related to environmental performance
discount>○The following special measures implemented with relation to
the automobile acquisition tax will also be implemented for theenvironmental performance discount.
○Both tax reductions based on fuel eﬃciency performance, etc.,
and other special measures can be applied concurrently.

* Natural gas vehicles* Electric vehicles* Fuel cell vehicles* Plug-in hybrid vehicles

Vehicles aﬀected[Medium- and heavy vehicles] (Apr. 2016 to Mar. 2017)

Mini-vehicle and medium- and heavy vehicle green tax provisions
will be extended for one more year, maintaining the current system.

<Revisions to Green Tax Provisions in Automobile Acquisition Tax and Mini-Vehicle Tax>

Passenger vehicle green tax provisions will be extended for one more yearwith the following revisions.

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector〈Motor vehicle tonnage tax, automobile acquisition tax, mini-vehicle tax, etc.〉

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

4 Creation of a recycling-oriented society

4Creation of a recycling-oriented society（1）Creation of recyclable resource distribution systems①Formation of a recyclable resource distribution system using sea transport
The Basic Plan for Establishing a Recycling-Based Society puts forth the concept of building a port-centeredcomprehensive reverse logistics system in order to create a recyclable resource environment for achieving a
recycling-oriented society. Based on this plan, Recycle Ports, recyclable resource distribution ports which
support wide-area recycling sites, are being established. 22 of these ports have been designated as of January
2011. In conjunction with this, additional measures have been implemented such as securing quays specificallyfor handling recyclable resources, maintaining recyclable resource distribution support facilities such asenhancing the functionality of drainage ditches and protective fences, promoting collaboration between
government and private industry through the Recycle Ports Promotion Council, and formulating the
Guidelines on the Handling of Recyclable Resources by Ports (2004) for smooth recycling distribution and the
Policy on the Handling of Recyclable Resources by Ports (2010) for efficient port operation and recyclable
resource handling. These efforts have advanced the formation of a domestic recyclable resource distribution
network which utilizes sea transport.
●Recycle Port locations and Recycle Port image○Ports are speciﬁed as Recycle Ports to serve as centers of wide-area circulation of recyclable resources.
○The following eﬀorts have been implemented as part of Recycle Port measure implementation.
（1）Securing port facilities such as quays,（2）Providing support for the maintenance of shipment transfer and storage facilities, etc.
（subsidized with subsidy rate of 1/3）
（3）Improvement of operations related to recyclable resource handling,（4）Promotion of coordination between the government and private
industry（use of the Recycle Ports Promotion Council, etc.）

Recycle Port Image

Designated Recycle
Ports（22 ports）

Dispatch
recycling-related
information

Ishikari Bay New Port
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）

Muroran Port

Aggregatedrecycling facilities

Hachinohe Port

Quay
Cargo handlingequipment

Quay

Stockyard

Himekawa PortTokyo Port

Maizuru Port

Kobe Port
HimejiPort
TokuyamakudamatsuPort

Sea surface waste
disposal yard

Green
space

Kisarazu Port

Future land use* Recycling facilities* Large-scale green space

Kawasaki Port

Ube Port

Nakagusukuwan Port

Other ports

Beneﬁts of creation of a networkof recyclable resource logistics sites

Mikawa Port
Mishimakawanoe
Port

Recycled
articlesResidue, etc.

Sakai Port

Miike Port

Recyclable
resources

Storageshed

Kamaishi PortPort

Kitakyushu
Port

Port road

Other ports

Storagefacility○Support for the creation of a recycling-oriented society by promoting
nationwide material recycling○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

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

53

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Systematic securing of sea surface waste disposal yards
In order to respond to the pressing problem of waste disposal, The Basic Plan for Establishing a RecyclingBased Society puts forth the concept of building a port-centered final waste disposal is being performed ofgeneral waste which must be disposed of in landfills after appropriate recycling and waste volume reduction.
This is being performed at sea surface waste disposal yards in ports across the country, while ensuring
sufficient consistency with appropriate port development, usage, and conservation. In particular, based on
Osaka Bay Phoenix Plan, a wide area disposal yard improvement project, general waste is being accepted andprocessed for cities, towns, and villages within designated areas in the Osaka Bay area.
Soil produced by construction in the Tokyo area, which the area is having difficulty disposing of, is being
effectively used over a wide area as a construction material in ports across the country as part of the Super
Phoenix Project.
●Osaka Bay Phoenix Plan

Source: Osaka Bay Regional Offshore Environmental Improvement Center（2）Creation of vehicle recycling system
Every year between 4 and 5 million used vehicles are disposed of. Landfill space is running out, making it
urgent to further increase the recycling rate, which is current roughly 80%. As of 2004, over 195,000
automobiles were improperly stored on roads, etc. each year. And over 20,000 automobiles were illegally
dumped. These have a negative impact on living environments and disposal involves tremendous social costs,
making it urgent to implement countermeasures.

Life Vehicles, and a motor vehicle tonnage tax reimbursement system
was instituted for end-of-life vehicles. The aims of these efforts were
the promotion of appropriate processing of end-of-life vehicles and theprevention of illegal dumping.

As a result of these efforts the nationwide number of improperly
stored vehicles was 5,192 at the end of 2014 (a decrease of 97.4%
versus the number in 2004), and the number of illegally dumped
54

Automobile manufacturer / importer

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

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

Recycling fee payment

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

Recycling fee deposit

Information management center

disposal, focusing on automobile manufacturers. At the same time

Final automobile
owner

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

Moneymanagementcompany

In response to this situation, the Act on Recycling, etc. of End-of-Life ● Act on Recycling, etc. of Endof-Life Vehicles system
Vehicles was enacted in January 2005. This law mandated appropriate

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

4 Creation of a recycling-oriented society

vehicles was 1,924 (a decrease of 91.5% versus the number in 2004), succeeding in both dramatic
reductions.

（3）FRP ship recycling
Fiber-reinforced plastic (FRP) boats and ships are distributed widely across Japan. They are sturdy, withlifespans of over 30 years. This makes them difficult to dispose of, and this, together with the lack ofappropriate disposal routes, is one of the reasons that they are illegally dumped.
Ship and boat manufacturers, led by the MLIT, have collaborated together to create procedures forappropriately disposing of FRP ships, promoting the establishment of a recycling-oriented society, by
establishing appropriate and efficient recycling technologies. Based on these technologies the Japan Marine
Industry Association FRP Ship Recycling Center has led the way in using the recycling and reuse operator
wide area accreditation system (a system which exempts manufacturers from requiring waste processing
permits to reclaim and recycle used products, etc.) of the Wastes Disposal and Public Cleansing Act topromote FRP ships recycling, starting in 2005 with a limited number of areas, and extending nationwide from2007.

●FRP ship 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 Ship
Recycling Center (Tentative Translated by Eco-Mo
Foundation)
Source: MLIT Chugoku District Transport Bureau

55

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

5 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, in the transport and traffic sectors. This section looks at efforts by Matsuyama City
(population: 520,000), Gifu City (population: 410,000), and Toyama City (population: 420,000).

■Matsuyama City

- Pedestrian-friendly town planning -In order to create a sustainable city with convenient transport that is people-friendly, community-friendly,and environmentally-friendly, Matsuyama City has formulated a comprehensive transport strategy whose goal
is to shift from the current automobile-centric transport system to one which offers convenient access via
public transportation and bicycles.
Efforts have included promoting the use of public transportation through an omnibus town plan, etc., andpromoting the use of bicycles through the formation of a bicycle path network, etc., as well as soft measures
implemented through mobility management and social field tests of the Dogo Mobility Center, which enables
residents to choose from a diverse range of means of mobility.

Ichibancho Dori (2011 one-way
traﬃc recommendation pilot test
for bicycle traﬃc on bicycle andpedestrian paths) [L=880m]

Bicycle and pedestrian path

Bicycle and pedestrian path

National Route 196 (2009 National
Route 196 bicycle traﬃc spacesocietal pilot test) [L=250m]

Heiwa Dori (2007 bicycle traﬃcdivision) [L=1,820m]

Bicycle and pedestrian path

Ropeway Road (2003 transit mallsocietal pilot test) [L=500m]

Bicycle and pedestrian path

Bicycle and pedestrian path
Hanazono Dori (2010 bicycle
traﬃc network formation societal
pilot test) [L=300m]

Chifunemachi Dori (2010 bicycle
traﬃc network formation societal
pilot test) [L=800m]

Sanbancho Dori (2002 lane
reduction societal pilot test)

Social ﬁeld tests have been carried out using various methods to study bicycle path networks
Source: Shikoku EST Emergence Seminar Matsuyama City materials (Tentative Translated by Eco-Mo Foundation)

56

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

■Gifu City

- Public transportation-centered town planning -Gifu City is striving to develop a bus network which combines central lines, branch lines, and community
buses in order to create a healthy city of healthy people. In particular, it is implementing the Gifu City BRT toprovide greater convenience by enhancing central bus routes.

■The concepts of BRT development in Gifu City
【Basic policy of urban transport measures】
Create a transport environment which provides everyone with freedom of mobility in order to create aconsolidated city structure【Public transportation service targets】
1. Establish a bus network which combines central lines, branch lines, and community buses
2. Improve central bus route service, making it possible to reach areas up to roughly 10km away from
Gifu Station within 30 minutes via extended bus routes【Gifu City BRT implementation policy】
1. Implement BRT for central bus routes to reorganize bus routes
2. Flexibly select routes when implementing BRT, taking demand and road maintenance conditions
into consideration
3. Fully leverage the features of BRT, taking a phased approach to introducing bus lanes, improving
bus stops and bus transfer sites, and introducing articulated buses(as of the end of 2013)

Source: Gifu City (Tentative Translated by Eco-Mo Foundation)

57

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

- Low carbon traffic town planning based on Toyama City LRT -Toyama City has identified population shrinkage, the super-graying of society, excessive dependence on
automobiles, hollowing out and stagnation of the central city area, excessive urban management administration
costs, and increasing CO2 emissions as challenges the city must face. In order to resolve these problems, it isstriving to revitalize public transportation, such as its rail routes, and consolidate residential, commercial,industrial, and cultural city functions along public transportation routes, thereby producing a compact,
centralized city with public transportation as its core.

Yokata Iwase<3 Pillars of Implementation>

Mizuhashi

Kureha①Vitalization of public transportation

Key
Rail / streetcar /bus service

ToyamaFujikoshi②Promotion of residential use ofareas along public transportation routes

Fuchu

Rail service
Bus service

MinamitoyamaUrban center
Regional life site

③Vitalization of the central city area

OhyamaYamadaYao

Ohsawano

Hosoiri

Position public transportation as a core axis of town
planning in major plans such as the urban master
plan, and actively communicate this to the residents

Source: Hokuriku Shinetsu EST Emergence Seminar Toyama City materials (Tentative Translated by Eco-Mo
Foundation)

In Toyama City the Toyama Light Rail was opened in 2006, and the city loop line was opened in 2009.
The city's creation of the LRT network has contributed to increased rail usage and greater opportunities for
elderly residents to venture out of their homes. These efforts are causing people to reexamine lifestyles which
depend excessively on automobiles, creating a city which is highly livable for pedestrians.

Toyama Light Rail

Iwasehama

OpenedApril 2006

Hasu
machi

ht Rail
ToyamaToyama Lig

Streetcar
N-S connection

Future of the LRT Network

Loop Line

OpenedDecember 2009

ᵦᵐᵏᵌᵏᵐᴾ᧏ಅ㻣㻚㻢䡇䡉

Chitetsu city train㻢㻚㻠䡇䡉

Loop line extension 㻜㻚㻥䡇䡉N-S connection

Toyama Daigaku Mae
Inner-City Line

Toyama Light Rail

Inner City Lineloop line construction

Rail (single line section)
dual line expansion㻜㻚㻟䡇䡉

Kamidaki Lineextension㻝㻜㻚㻝䡇䡉

Total

㻞㻡㻚㻟䡇䡉

Minami Toyama

Chitetsu city train

City train
Kamidaki Line extension

ᵦᵐᵐᵌᵒᵌᵐᵖᴾᵪᵰᵴᾀዻ঺‫ݰ‬λKamidaki Line

e
in

iL

ak

id

m
Ka

Kamidaki

Source: Hokuriku Shinetsu EST Emergence Seminar Toyama City materials (Tentative Translated by Eco-Mo Foundation)58

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

Toyama City is promoting living along public transportation routes, and the share of the city's population
choosing to live in midtown districts or public transportation route residential promotion districts is steadilyrising.
[Social increase in population (moving in - moving out) in the central city area (midtown districts)]
Since 2008 there has been net growth in the number of people moving into central urban districts.
In 2015 the amount of net growth increased over its level from the previous year.(People)

Central urban
中心市街地
district(Midtown
district)（都心地区）[Social increase in population (moving in - moving out) in public transportationroute residential promotion districts]* There has been net growth since 2012.(People)

Publictransportation
公共交通沿線
route residential
居住推進地区
promotion district[Demographic trends in central city area (midtown districts)]* The population increased for the ﬁrst time since 2006, the ﬁrst year for which ﬁgures exist.
①Natural dynamic(births - deaths)

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

▲ 181

▲ 144

▲ 149

▲ 156

▲ 149

▲ 133

▲ 205

▲ 184

▲ 156

▲ 166

②Social dynamic(moving in - moving out)

▲ 43

▲ 38

37

22

112

48

187

68

149

205

③Population
dynamic(① + ②)

▲224

▲182

▲112

▲134

▲37

▲85

▲18

▲116

▲7

39

There is no data for midtown districts for 2005 or earlier, sowhen comparing the midtown district with the ﬁve areas
which make up the central district (Sogawa, Atago, Yasunoya, Hachininmachi, and Gobancho), which largely overlap
with the midtown district, the population of the central ﬁve
areas has been declining since its peak in 1959. Based on
this, it is estimated that the population of the midtown
district increased for the ﬁrst time in 56 years.

Source: Toyama City (Tentative Translated by Eco-Mo Foundation)

Furthermore, in conjunction with the opening of the Hokuriku Shinkansen train line between Nagano andKanazawa on March 14, 2015, facilities have been improved in the Toyama Station area. For example, astreetcar stop has been built underneath the Toyama Station overpass, improving ease of transfers to
Shinkansen lines, rail lines, busses, and the like.

Source: Toyama City website

59

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Measures by companies in the transport sector①Aviation companies
The Scheduled Airlines Association of Japan, a Japanese association of air transport operators, has
implemented environmental measures. Major measures are the following.
○Global warming prevention targets:
Reduce energy consumption base units in 2020 by 21% in comparison to 2005
CO2 emission basic units: 0.00095t-CO2/RTK (revenue ton kilometers)Contents of measures:
・Introduce new high fuel efficiency airplanes
・Using area navigation etc, a high-precision navigation method, to reduce flight distances and times
・Select optimal flight altitudes, speeds, and routes which require the least amount of fuel by factoring inmeteorological conditions and air traffic control
・Reduce weight of loaded articles (reduce weights of cargo containers and in-flight meal facilities, optimize
amounts of fuel and drinking water)
・Recover engine performance and improve fuel efficiency by cleaning engines
・Prioritize use of ground power units with low CO2 emissions for electricity, air conditioning, and engine
startup when parked at airports
Reducing ﬂight distances and times through new operation methods
RNAV / area navigation / route and conventional route image

Departure route

Aerial route

Arrival route

Approach

Terrestrial
radio facility
RunwayRunwayTerrestrial
radio facility

Terrestrial
radio facility

Terrestrial radio facility (old) route
RNAV / area navigation / (new) route

Source: The Scheduled Airlines Association of Japan (Tentative Translated by Eco-Mo Foundation)○Support for the creation of a recycling-oriented society
Target: Lower industrial waste final disposal rate to 3.6% or below for 2015
Contents of measures: Promote garbage separation and reclamation, promote reuse and recycling,and select waste processing companies with resource recycling technologies, etc.
○Environmental awareness raising activities
・Close window shades when parked to prevent temperatures inside airplanes from rising (make inflight announcements requesting that passengers lower the window shades when leaving theplane, reducing the amount by which the interior of the airplane warms up while the airplane isparked, shortening air conditioner usage times and thereby reducing CO2 emissions)・Offer eco-tours, teaching tour participants about the environment60

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

②Railway companies
The Association of Japanese Private Railways, an association of railway operators in Japan, has formulated"Commitment to a Low Cabon Society" and carried out the following principal measures as part of this plan.
Target: Reduce power usage base units in 2020 by 5.7% in comparison to 2010
Reduce power usage base units in 2030 by over 5.7% in comparison to 2010
Contents of primary measures:○Introduction of energy saving cars
Energy saving trains such as VVVF controlled trains, which consume little power, and regenerative brakeequipped trains, which efficiently use power, are being introduced.
(as of March 31, 2015)●Rates of introduction of energy saving cars by 16 major private rail companies

No. of cars owned

Control method

Number of reduced weight cars

VVVF control

10,786 trains*

9,567 trains

Cars with regenerative brakes

Chopper control

2,897 trains*

1,525 trains

Resistance control, other627 trains*

234 trains

Cars without regenerative brakes

Resistance control, other

2,807 trains

330 trains*

17,117 trains (A)11,656 trains

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

14,640 trains (B)(total of trains indicated with a *)Share of energy saving cars

85.5％（B/A）

Note 1: As a general rule, only commercially used cars are included (funicular lines and new transportation lines are
not included)Note 2: "Reduced weight cars" are cars made with stainless steel or aluminum.

○ Usage of energy saving systems (regenerative brakes,

Power generated
by braking

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

Reducednoise trains

Long railsof reduced noise trains, the use of long rails to reduce theTrackimprovement

number of rail joints, the use of synthetic crossties, and theinstallation of elastic material such as rubber between
concrete railbeds and crossties.
○Use of natural energy
Solar panels and wind power generators are being installed on
the roofs of stations, using sunlight and wind to generate theWind power
generation

Solar power
generation

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

power used by the station.

61

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Truck, bus, and taxi companies
Each industry associations have formulated voluntary action plans as environmental measures, striving topopularize green management certification and promote eco-driving, etc.

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

●CO2 emission basic unit index
1.00

0.80

0.60

0.40

1

0.87

0.81

0.75

0.74

0.72

0.72

0.71

0.63

0.63

0.67

0.65

0.63

1996

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014 (FY)

0.20

0.00

Source: Japan Trucking Association (Tentative Translated by Eco-Mo Foundation)

Contents of measures:
・Promote introduction of low-emission vehicles◇Provide aid for the introduction of CNG vehicles and diesel hybrid vehicles◇Distribute pamphlets, etc. which raise awareness of replacing vehicles with low-emission vehicles
・Promote eco-driving◇Hold eco-driving training sessions and promote attendance at the said sessions◇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 effective at ensuring eco-driving◇Provide subsidies for the introduction of devices which support the shutting off of engines whenparkedProvide 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 whenengines are stopped during truck driver breaks, when waiting for cargo to be loaded, etc.

62

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

■Nihon Bus Association- Bus business "Commitment to a Low Carbon Society" Target:（1）Cut CO2 emission intensity in 2020 by 6% in comparison to 2010.
（2）Promote shift from use of private vehicles to buses.
Specific activity contents:（1）CO2 emission rates reduction measures①Nationwide promotion of eco-driving
Member companies are striving to ensure drivers thoroughly engage in eco-driving, such as by stopping
their engines when idle, and avoiding quick acceleration and quick braking. During Eco-Driving Promotion
Month, of which the Nihon Bus Association is a leading advocate, the association takes even more intensive
measures, such as carrying out checks of eco-driving implementation. The association is also actively
equipping buses with devices which contribute to eco-driving, such as start-stop (idling-stop) devices anddigital drive recording devices.
②Promotion of introduction of high fuel efficiency buses
When purchasing new vehicles, national, local government, and Nihon Bus Association subsidy systems
are used to actively strive to deploy hybrid buses and high fuel efficiency buses.
③Enforcement of detailed inspections and maintenance which help maintain fuel efficiency performance
The association strives to maintain fuel efficiency performance by establishing voluntary inspection
standards, as necessary, for the vehicle components which affect fuel efficiency (tires, air cleaners, airconditioners, etc.).
（2）Measures for promoting shifting from use of private vehicles to buses①Bus usage promotion
The association is implementing the following measures in order to improve omnibus convenience andpromote bus usage.
・Popularization of non-step buses and pleasant, comfortable buses
・Promotion of installation and improvement of shared card systems and IC card systems
・Popularization of information systems such as bus location systems
・Popularization of environmental bus passes, etc.
・Active participation in regional measures such as Park & Bus Ride and omnibus town systems
・Deployment and expansion of high grade bus stops, legible bus route information, etc.
②Driving environment improvement
・Issuing of requests to related organizations whenever possible regarding the creation of bus-only andbus-priority lanes, bus-prioritizing traffic signals, the removal of illegally parked vehicles in streets usedby buses, etc.
・Utilization of various subsidization systems to deploy and improve systems for improving bus driving
environments through the use of ITS such as PTPS.
The Nihon Bus Association gathers information and considers various potential measures, led by its"Environmental Measure Council", which promotes the implementation plan described above.

The association also issues requests to the MLIT, NPA, and other related government agencies
regarding the further enrichment of subsidy systems, tax systems, and the like, and improvements todriving environments, etc..

63

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Measures by companies: Hankyu Bus Co., Ltd.
Hankyu Bus Co., Ltd., an urban transportation company which is part of the Hankyu Hanshin Holdings
group, operates route buses primarily in Osaka Prefecture, as well as in Hyogo Prefecture and Kyoto
Prefecture, and operates 14 long-distance highway bus routes. Hankyu Bus drives a combined total of
120,000km every day. Because of this, the company was an early implementer of environmental management.
It has worked together with communities, engaging in the following environmental activities, such as reusing
used cooking oil collected from community residents as biodiesel fuel.
<Measures for achieving regulatory compliance and improving environmental mindset>
As environmental problems have cometo be recognized as issues affecting all of
humanity, in 1999 the company formulated
its corporate philosophy, “People andCommunity-Friendly Hankyu Bus,”
positioning the company’s environmental
efforts as the foundation of its corporate
activities.
In 2007 the company formulated an“Environmental Declaration,” conveying its

Environmental Declaration
This Environmental Declaration is our vow to improve theenvironmental mentality of each and every employee, and toengage in activities to help protect the environment for the
future of our planet.
• We will comply with all environmental laws and strive toimprove our environmental mentality.
• W e will thoroughly implement eco-driving and promoteresource conservation activities.
• We will actively introduce environmentally friendly busses.
• We will promote the use of public transportation.
(Formulated October 2007)

environmental activities to the generalpublic. The promotion of green management certification was defined as a measure embodying theregulatory compliance and environmental mentality improvements of the declaration. Six branches haveachieved certification, beginning with the Toyonaka Branch in 2005.
This year the Toyonaka Branch was awarded as a permanently registered branch, due to its 10
consecutive years of registration renewal. Hankyu Kanko Bus and Osaka Airport Transport, members ofthe Hankyu Hanshin Holdings group, have also received certification. The entire group is working
together as one to implement green management.
<Safety and environmental education using training vehicles>
In addition to the environment, another of the company’s critical themes is improving safety mindset.
Safe driving and eco-driving are closely linked, so safe driving training vehicles are used as part of thecore of the company’s training and driver education. The training vehicles, made from modified
omnibuses, have measuring cylinders which make it possible to visually assess fuel levels and immediately
grasp how much fuel is used. Fuel levels drop notably when rapidly accelerating or driving roughly.
Conversely, very little fuel is used when coasting. Showing drivers how much fuel is consumed gives
them a more immediate grasp of fuel waste than looking at fuel figures alone. The introduction of thiseducation has created a sense of competition, leading drivers to engage in eco-driving and to strive to
produce the best fuel conservation results they can. These training vehicles use “Tru-Sam” systems,
which record fuel usage, vehicle speed, engine speed, and vehicle body shake. Visual confirmation is
combined with analysis of this data to improve driving skills from both directions.
On-site training is used to polish eco-driving skills, and lectures communicate the benefits of eco-driving,
focusing on how to best contribute to protecting the environment. There are also extensive discussion of
the cost benefits of eco-driving in order further bring home the importance of eco-driving.

64

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

<Holding of eco-driving contests>
Since FY2008 there have been eco-driving contests among company branches. The company is working
as one to reduce CO2 emissions and fuel costs, and to achieve safer, more comfortable driving. Ecodriving contests are held in June, Hankyu Hanshin Holdings’ Environmental Conservation Month, andJuly, Nihon Bus Association’s Eco-Driving Promotion Month. Fuel efficiencies for individual branches arecalculated, and the branches with the greatest improvement rates are awarded. Specifically, average fuelefficiency values are calculated for the period from the start of the contest to the same time during thelast fiscal year, and the three companies with the greatest improvement rates are selected as winners.
Branches which have risen significantly in the rankings over the previous year and branches withparticularly notable eco-driving initiatives over the past six months are also awarded. Approaches such asthese improve worksite motivation.
<Fuel efficiency trends and issues coming to light>
As the result of these efforts, fuel efficiency has been improved by approximately 4% in the four years
since the initiative was launched. However, fuel efficiency has fallen in the last two years. This is due tothe increase in air conditioner usage rates to handle hot weather, and the increase in vehicles requiring
forced soot-burning idling capabilities. Issues which the initiative will have to face in the future include
how to fairly judge drivers, given these unavoidable business circumstances, without creating
dissatisfaction, and what kinds of measures to implement in order to further improve fuel efficiency.
<Operating biodiesel vehicles with the cooperation of local residents>
The company is actively deploying environmentally friendly buses such as hybrid buses and buses
powered by natural gas. Notable among these are the company’s four biodiesel vehicles. Biodiesel is madeby adding methanol to waste vegetable cooking oil, using chemical reactions to remove the glycerin.
The resulting fuel is similar in nature to diesel fuel, and because it is made of vegetable oil it counts as
having zero CO2 emissions under global warming prevention accords (carbon neutral). The exhaust gas
emission it produces contains almost no sulfur oxide and extremely little black smoke. It is legally
accepted as a substitute for diesel fuel, and can be used in commercial diesel vehicles, boasting fuelefficiency and driving performance equivalent to that offered by diesel fuel. The company collects waste
oil from the condominiums operated by Group companies, Group hotels, and also from local governments
and the general public, using the waste oil to create biodiesel. In FY2014 a total of 78,000 liters of waste
oil were collected, and approximately 40,000 liters were used. This reduced CO2 emissions by 103 tons.
<Increasing public transportation usage through the introduction of various fares and services>
In order to improve local environments and help mitigate traffic congestion, the company has
implemented a system for reducing the use of personally owned vehicles. IC card systems have been
introduced in all vehicles to improve buses convenience. An eco-pass system has also been introduced,
with family members paying just 100 yen when travelling with people with bus passes. Since June 2014
IC commuter and student passes have also been introduced, and a new service was launched allowing
customers to travel as much as they wished within designated fare segments. From February 2016 a newservice was launched, enabling mutual use of IC bus passes with Hanshin Bus Co., Ltd. buses as well.
Fares and systems such as these have been introduced in order to promote bus usage by local residents.
Hankyu Bus considers compassion to lie at the heart of its bus business. Each and every employee
carries out their duties with a sense of consideration for people and communities, embodying compassion
for customers, society, and the global environment, and contributing to the enrichement of peoples lives.
65

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Japan Federation of Hire-Taxi Associations- Hire-taxi industry "Commitment to a Low Carbon Society" (voluntary action plan) Target level:○2020 target (total volume of emissions target)
Reduce CO2 emissions by 20% in comparison to 2010.
○2030 target (total volume of emissions target)
Reduce CO2 emissions by 25% in comparison to 2010.
Basis used to establish targets:○2020 target
30% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
○2030 target
40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
Specific plans:○Global warming countermeasures
In order to achieve hire-taxi industry target levels, the following countermeasures will be promoted andthe federation will coordinate and collaborate with national and local governments as necessary.
・Switchover to environmentally friendly taxi vehicles◇By 2020 30%,by 2030 40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles,
and the association will encourage automobile manufacturers to speedily launch HV vehicles which use
LP gas.
･Optimization of the number of taxi vehicles◇ Based on the "Act on Special Measures Concerning the Rectiﬁcation and Vitalization of the General
Passenger Vehicle Transportation Business in Specific Regions", revised in November 2013, the federation
is promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇The federation is promoting universal driver training and cultivating high quality drivers.
◇The federation is striving to improve user convenience and promote taxi usage by improving taxi stands
and promoting the deployment of advanced technologies such as smartphone-based technologies.
◇The federation is working to expand shared taxi use and reduce the amount of private vehicle usage.
･Enrichment of and PR for sightseeing taxis◇The federation is striving to enrich and engage in PR for sightseeing taxis in order to reduce the usageof private vehicles on freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestionand parking space shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at
phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
passengers.
･Improvement of operation eﬃciency◇ The federation is promoting the use of GPS-AVM-based taxi assignment systems and advanced
technologies such as smartphone-based technologies in order to improve operation eﬃciency and reduce
exhaust gas emissions.
◇Requests are being issued to related organizations to establish and improve taxi pools in order to reduce
the amount of unoccupied taxi operation.
･Eco-driving
66

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

◇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 taking rests, naps, and when washing vehicles.
◇ Green management is being promoted through measures such as expanding the number of operatorswith green management certification.
◇The federation is promoting the stopping of engines when vehicles are stopped and the deployment of
EMS (digital tachographs) in order to support eco-driving.
･Office and business site measures◇Air conditioner thermostats in offices and business site are set to 28 degrees or higher during the sumerand 20 degrees or lower during the winter.
◇Training regarding environmental measures and fuel efficiency improvements are provided to mechanics
and drivers through maintenance managers and driving managers.
･Improvement of environmental issue related implementation systems◇Environmental measure related policies such as carbon oﬀset policies are considered by committees suchas technical and environmental committees.
･PR regarding global warming countermeasures◇The federation will use websites, posters, stickers applied to taxis, and other means to publicize the taxi
industry's efforts to reduce CO2 emissions and increase awareness among the general public regarding
the prevention of global warming.
○Creation of a recycling-oriented economic society
Disposable economic society will be reevaluated from the position of effective resource utilization, and hiretaxi operators will do their utmost to achieve the following, in order to systematically reduce waste
production, and recycle resources.
･ELVs will be processed appropriately in accordance with the Act on Recycling, etc. of End-of-Life
Vehicles.
･End-of-life tires, etc. will be appropriately processed as industrial waste.
･Recycling will be promoted through measures such as the proactive purchasing of recycled products.

④Warehouse operators
The Japan Association of Refrigerated Warehouses is continuing its eﬀorts to reduce CO2 emissions andenergy usage in 2015 as well, through measures such as: ① promoting the introduction of energy saving
devices through active use of the assistance project for energy usage rationalization operators (subsidizing 1/3
of project costs) and the popularization promotion project for energy saving natural cooling devices using
advanced technologies (subsidizing 1/2 of project costs), ② carrying out energy usage fact-ﬁnding studies andcoolant studies to collect basic data related to CO2 emissions reductions, and ③ promoting the acquisition ofgreen management certifications (subsidizing part of the cost of acquiring new green management
certiﬁcations).

67

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）Measures by citizens' organizations
The expansion of lifestyles which are dependent on the use of personal vehicles has resulted in chronic
traffic congestion and the waning of public transportation. In order to create a shift from the use of private
cars to public transportation, citizens' organizations are creating and publishing bus maps and other materials.
The Nationwide Bus Map Summit is held roughly once a year by the Nationwide Bus Map Summit Planning
Committee, which is composed of citizens’ organizations and other bus map creating organizations.
Approximately 100 people from across Japan participate in each summit, sharing the map creation expertiseof citizens, not transport operators or administrative authorities, and engaging in passionate discussions about
the future of public transportation.
●List of bus maps
RegionName

Bus Map, etc.

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

Hirosaki

H・O・T Managers“Hotto” informational magazine

SendaiTokyo (Metropolitan Area)
NiigataFukui
3 Tokai Prefectures (Aichi, Gifu, Mie)
Wakayama

Community Development Policy
Forum
YUKAI. (3-chome)
RACUMobi
Niigata Environment andTransportation Research Society
ROBA (Railway, Omnibus, Bicycle &wAlk machizukuri association)
Public Transportation Usage
Promotion Network
Wakayama City Planning Council Wakayama Komachi

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

MatsueProject UIOkayamaRail transport system Amenity
Bokke Convenient Bus Map
Community Design Association
Nonbe Convenient Map(RACDA)

Hiroshima

Hiroshima BRT Research Society

Takamatsu

Grutto Takamatsu Public
Ittenmai Takamatsu City Bus Map
Transportation Development Group

Okinawa

Bus Map Okinawa

Bus Supermap

Bus Map Okinawa

Source: The Nationwide Bus Map Summit website (Tentative Translated by Eco-Mo Foundation)

Every year over 200 cities around the world take part in Mobility Week (September 16 to September 22),
initiatives in which residents refrain from using their own personal vehicles in central city areas and consider theissues of traffic and its effects on the environment, and urban life and how to best use vehicles. Thesetransportation measures and 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 transportation event. In
2015 10 cities in Japan participated. (Sendai City, Saitama City, Yokohama City, Matsumoto City, Fukui City,
Toyohashi City, Osaka City, Kyoto City, Takamatsu City, Naha City)
During Mobility Week & Car-Free Day 2015, Car-Free Day Japan selected and announced winners ofawards such as the Town Planning Contribution Award, Event Project Award, and Citizens' Appeal Award
as part of the "Mobility Week & Car-Free Day Japan Awards 2015" (chief judge: University of Tokyo
Professor Emeritus Katsutoshi Ohta) in order to provide city residents with opportunities to consider mobility
related problems and to contribute to the development of new urban transportation policies.
●2015 Mobility Week & Car-Free Day Japan Awards main award results
Award

Recipient

Town Planning Contribution Award

Matsumoto City No Private Vehicle Day Promotion Residents' Council

Event Project Award

Saitama Car-Free Day Planning Committee

Citizens' Appeal Award

Kyoto Car-Free Day Planning Committee

685 Measures by local governments, companies, citizens' organizations, etc.

（4）Measures by the Eco-Mo Foundation①Implementation of the transport business Green Management (low environmental
impact business management) Certification System
The Green Management Certification System, which objectively certifies the efforts of companies to makeenvironmental improvements, strives to encourage companies to engage in environmental efforts, andcontributes to reductions in the environmental impact of industry by fostering understanding and cooperation
between certified companies, society, and users. The system, with the Eco-Mo Foundation as its certifying
body, certifies and register transport operators whose environmental activities meet or exceed levels definedin the Green Management Promotion Manual*. The system was launched for the truck industry in October
2003, for the bus and taxi industry in April 2004, and for the passenger ship, coastal shipping, port transport,
and warehouse industries in July 2005. As of the end of 2015 there are 3,669 certified businesses and 7,234
certified business sites. These are indicated as "Environmentally-friendly transport operators" on the Eco-Mo
Foundation website, and each month press releases are issued to newspaper companies containing newly
certified businesses. Vehicles owned by certified truck, bus, and taxi operators account for between 12.4% and16.5% of the vehicles owned by companies within Japan.
※ The Green Management Promotion Manual contains specific measures for individual environmental
conservation items, based on the concepts of ISO14031 (an international standard for environmental
performance evaluation). They make it easy to establish targets and carry out evaluations, which in turnmake it easy to implement environmental management on an ongoing basis.
●Number of vehicles owned
Certified Companies asof December 31, 2014

Companies
Nationwide

Percentage
Owned byCertifiedCompanies

Notes(Note 1): Number of vehicles owned as of the end of March 2014. This

Trucks151,4131,224,608(Note 1)includes the number of commercial trucks (excluding trailers)

12.4%

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

Buses
Taxis

17,692
33,170107,241(Note 2)203,943(Note 3)

16.5%

(Note 2): Number of vehicles owned as of the end of March 2014. Basedon the "Transportation Statistics Collection" (MLIT).
(Note 3): Number of corporate taxis owned as of the end of March 2013.

16.3%

Based on information on the Japan Federation of Hire-Taxi
Associations website

69

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Evaluations of Green Management Certification
The results of various green management efforts have been tested and verified, and this certification
system has come to be evaluated highly, even being included as an element in government measures.
○Cargo owner considerations required by notices based on the Energy Saving Act
One of the energy saving measures required of cargo owners under the Energy Saving Act (enacted in
April 2006) is the selection of environmentally-friendly cargo carriers (carriers who have obtained ISO14001 or
green management certifications).
○Addition of transportation and delivery, chartered buses, and taxis to the procurement items specified in
the Act on Promoting Green Purchasing
The 2007 basic policy on the Act on Promoting Green Purchasing (Act on Promotion of Procurement of
Eco-Friendly Goods and Services by the State and Other Entities) was approved by the Cabinet on February※
to the list of specified procurement items. The 2008 basic
2, 2007. It added【transportation and delivery】

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

70

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

○Certiﬁcation acquisition subsidy systems
Local governments:
10 organizations (Chuo-ku, Tokyo; Katsushika-ku, Tokyo; Sumida-ku, Tokyo; Shinjuku-ku, Tokyo; Matsudo
City, Chiba Prefecture; Yokohama City, Kanagawa Prefecture; Shiojiri City, Nagano Prefecture; Ina City,
Nagano Prefecture; Kameyama City, Mie Prefecture; Fukuyama City, Hiroshima Prefecture)
Industry groups:
Japan Association of Refrigerated Warehouses and 38 prefectural Trucking Association(Hokkaido, Aomori Prefecture, Iwate Prefecture, Akita Prefecture, Fukushima Prefecture, Ibaraki
Prefecture, Tochigi Prefecture, Gunma Prefecture, Saitama Prefecture, Chiba Prefecture, Tokyo Metropolis,
Kanagawa Prefecture, Niigata Prefecture, Yamanashi Prefecture, Nagano Prefecture, Fukui Prefecture, Gifu
Prefecture, Shizuoka Prefecture, Aichi Prefecture, Mie Prefecture, Shiga Prefecture, Osaka Prefecture,
Hyogo Prefecture, Nara Prefecture, Wakayama Prefecture, Tottori Prefecture, Okayama Prefecture,
Hiroshima Prefecture, Tokushima Prefecture, Kagawa Prefecture, Ehime Prefecture, Kochi Prefecture,
Fukuoka Prefecture, Nagasaki Prefecture, Kumamoto Prefecture, Oita Prefecture, Miyazaki Prefecture,
Kagoshima Prefecture)② Implementation of the Excellent Eco-Commuting Business Site Certification
SystemThe Excellent Eco-Commuting Business Site Certiﬁcation System has been implemented since June 2009 tocertify business sites which actively promote eco-commuting, widely sharing information on their eﬀorts inorder to promote greater adoption of eco-commuting.
The Conference on Promotion of Public Transportation, consist of various transport operator organizations,
economic organizations, related government bureaus, and other organizations, acts as its certiﬁcation body.
The MLIT and the Eco-Mo Foundation jointly operate the certiﬁcation system as the secretariat. By the endof December 2015 647 business sites have been certiﬁed.
Certiﬁed business sites implementing Best measures may also be recommended for MLIT awards. In 2015
Toyota City and Toyooka City was selected as the winner of the "2015Minister's Award for Excellent
Business Implementing Traﬃc-Related Environmental Conservation Eﬀorts"●Measures implemented by Toyota City, Aichi Prefecture and Toyooka City Hyougo Prefecture71

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of eco-driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementation Council (consistof 16 transport related organizations), established based on the results of the "COP3 to the UNFCCC" held in
Kyoto in 1997. It also carried out various unique eco-driving promotion activities. Since April 2007 it hasoffered truck eco-driving training certification, and then passenger vehicle eco-driving training from
September 2008, and presents students who have successfully completed training at certified organizations
with completion certificates.
Since 2011 it has also held the "Eco-Drive Activity Contest" with the support of the Eco-Drive Promotion
Liaison Committee (consist of the NPA, METI, MLIT, and MOE) and the Eco-Drive Promotion Implementation
Council. Since 2014 Minister of Land, Infrastructure, Transport and Tourism Award (transportation businesscategory) and Minister of the Environment Award (general category) have been conferred, and the award
ceremony for top winners was held as part of the "2015 Eco-Drive Symposium" on November 17.

●Accumulated number of completed certificates issued
140,000
120,000
100,000
80,00060,000

Passenger vehicle

40,000Truck
20,000
0

2007

2008

2009

2010

2011

2012

●2015 Eco-Drive Activity Contest award ceremony

72

2013

2014

●Contest leaflet

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

④Promotion of Environmentally Sustainable Transport (EST)The OECD has proposed Environmentally Sustainable Transport (EST) (see page 41), and organizations
such as Japan's MLIT have implemented EST model projects. In order to achieve greater use of EST by local
governments and transport operators, since 2006 the Eco-Mo Foundation has worked with academic experts,
related groups, EST related ministries and agencies, and other organizations to promote EST.
In 2015 the Eco-Mo Foundation collaborated with the Regional Transport Bureau in holding workshops for
local governments and transport operators (EST Emergence Seminars) in Sapporo City, Toyohashi City, andSakai City. In addition to these workshops, tours and review sessions were also held as part of a three day
personnel development training session (the 5th such session) in Fujisawa City. The 7th EST transport
Environment Awards, recognizing exceptional regional transport environment efforts, were also held. In 2015
Sendai City received the MLIT Award, and Nankai Electric Railway received the MOE Award. The awards
ceremony was held as a part of the 9th EST Promotion Forum, a symposium, in Tokyo, and the awards werealso publicized on the EST portal site (http://www.estfukyu.jp/), email newsletters, and Twitter (https://twitter.com/#!/officeEST).

●7th EST Traffic Environment Award results
Award

Recipient

Name of Main Project

Grand Prize[Minister of Land, Infrastructure, Transport Public Transportation Promotion Initiatives
and Tourism Award]
aimed at reduction of environmental impact in○Sendai City
Sendai City

Grand Prize[Minister of the Environment Award]○Nankai Electric Railway Co., Ltd.

Nankai Electric Railway Medium-Term
Environmental Targets

Outstanding
PerformanceAward○Keisei Bus Co., Ltd.

Keisei Bus’ “3S Movement”

Incentive Award○Hadano City

Hadano transportation streamlining initiative

Incentive Award○ Ise City, which is utilizing electric vehicles,
etc.
Okagesama Action! - For residents and visitors Low Carbon Society Creation Council●Award-winners Sendai Subway Tozai Line and Nankai Electric Railway 8300 series train

73

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion 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.
Since 2015 educational support has been offered to the local governments of Kyoto City, Kyoto Prfecture.
Support was provided to three groups, including Obihiro City and Fujisawa City, which have been provided
support since 2014.
<Measures by supported local governments>
Obihiro City:
Alongside the workshops provided in the past, new programs tied to coursework and easy for educators to
implement were considered and developed.
Fujisawa City:
In addition to the two year educational programs for 5th and 6th graders considered in 2014, short-term
programs were also considered and implemented.
Kyoto City:
Alongside the unique city programs which were developed, new programs tied to coursework and easy foreducators to implement were considered and developed.
Fujisawa City

Kyoto City

In 2015 support has also been provided to the following three elementary schools.

●Names of supported schools and educational themes
Hours

Student
Grade

3 classes

4th gradersInterchange between special needs school andK a n a z a w a U n i v e r s i t y industrial high school, and joint education
A f f i l i a t e d S c o o l f o r regarding public traffic environment inSpecial Needs Education communities with children with intellectual
disabilities

10 classes

3rd to 6th
graders

Midoridai Elementary Our Kawanishi (examination of publicLife Environment
School, Kawanishi City, t r a n s p o r t a t i o n , t h e e n v i r o n m e n t , a n dstudies
Hyogo Prefecturetransportation town planning)

3 classes

2nd graders

Name of School
Matsushima Elementary
School, Naha City,
Okinawa Prefecture

Theme

Subject

Let’s learn about the allure of “Yui Rail,” theSocial Studies
monorail we all know and love74

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

⑥Eco-Products 2015 Exhibition
The Eco-Products Exhibition, held annually since 1999 in order to promote environmentally-friendly
products and services, is a comprehensive environmental exhibition held at Tokyo Big Sight. It is one of thelargest-scale exhibitions in Japan, attended by business persons, members of the government, and general
consumers.
The Eco-Mo Foundation has operated booths at the exhibition featuring videos and panels explaining thecurrent state of the global warming issues related to the transport sector, global warming countermeasures,and the activities of the foundation.
(Eco-Products 2015 data: Exhibitors: 702 companies and organizations. Visitors: Approx. 170,000. Eco-Mo
Foundation booth visitors: Approx. 4,000)⑦12th Eco-Products Awards
The Eco-Products Awards are held by the Eco-Products Awards Promotion Council (consist of Global
Environmental Forum, Japan Environmental Management Association for Industry, Eco-Mo Foundation, andJapan Organics Recycling Association). It was established in order to encourage the spread of eco-friendly
products by awarding excellent products and services reduced environmental load.
In 2015 NYK .etc won the product category Minister of Land, Infrastructure, Transport and Tourism
Award for its Ship Information Management System(SIMS). The winners were presented with their awards
at the Eco-Products 2015 Exhibition, held in December.
●12th Minister of Land, Infrastructure, Transport and Tourism
Award Ship Information Management System(SIMS)

75

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑧Promotion of usage of carbon offsets in the transportation and tourism sectors
One global warming countermeasure is the use of "carbon offsets", which eliminate or absorb greenhousegasses to compensate for emissions made elsewhere as the result of the usage of products or services.
Product or service users or providers bear the costs of purchasing emissions rights produced elsewhere tocompensate for their emissions. In the transport and transportation sector, carbon offsets are already being
used by airlines, rail operators, bus operators, taxi operators, truck operators, and travel companies.
Carbon offsets don't only highlight the efforts being made by the companies which use them to prevent
global warming, but they can also promote voluntary greenhouse gas reductions across a wide spectrum ofusers, including individuals. They also serve to provide funding to projects for reducing or absorbing
greenhouse gasses.
In order to promote greater usage of carbon offsets by the transportation and tourism sector, in December
2009 the Eco-Mo Foundation established the "Transportation and Tourism Carbon Offset Support System."This system reduces the burden placed on companies in introducing carbon offsets for transport and tourism
related services, and makes it possible to calculate CO2 emissions and purchase emissions rights via the web.
The system is already being used by local government transportation bureaus and a wide range of companies,
including major private rail operators, bus companies, taxi companies, truck companies, and tourism
companies.
●Example of carbon offsets using the support systems

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

Taxi standLeaflet76

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

⑨Publication of "Transport and Environment in Japan"
The Foundation has published “Transport and Environment in Japan,” which provides basic data and thelatest countermeasures against the environmental problems and challenges of the transport and transportation
sector (global warming, air pollution, waste, recycling, marine pollution, noise, etc.), as well as introducing theactivities of local governments, businesses, citizens’ groups, the Eco-Mo Foundation, and more. Since 2015 an
English version has also been published to showcase Japan’s traffic environment measures andcountermeasures overseas.
(The English version can be downloaded from the Eco-Mo Foundation website.)●Transport and Environment in Japan 2015

77

Ⅳ．Measures in Response to Other Environmental Issues

Ⅳ．Measures in Response to Other Environmental Issues
1Noise related measures（1）Automobile noise countermeasures
A study of motor vehicle noise environmental standard compliance status conducted in 2013 foundthat of the 7,209,000 homes studied, 514,000 (7%) had motor vehicle noise levels which exceeded
environmental standards either during the day (6:00 a.m. to 10:00 p.m.), at night (10:00 p.m. to 6:00 a.m.),or both. 253,000 of the homes (4%) exceeded environmental noise standards both during the day and atnight.
Of the 3,033,000 homes in areas along major arterial road, 358,000 (12%) exceeded environmental
noise standards during the day, at night, or both. Of those, 173,000 (6%) exceeded environmental noise
standards both during the day and at night.
Changes in the compliance of environmental noise standards must take into consideration changes in
the homes investigated each year, but within the reported scope there appears to have been a gradualimprovement over time.
Broken down by road type, the largest share of homes in areas exceeding environmental noise
standards either during the day, at night, or both were located near urban expressways. Of the 65,000
homes located in these areas, 8,000 homes (12%) exceeded environmental noise standards.
This information is provided together with corresponding maps on the Nationwide Motor Vehicle
Noise Map (Environmental GIS Motor Vehicle Noise Survey Report) website, operated by the National
Institute for Environmental Studies (NIES).
●Nationwide Motor Vehicle Noise Map

Source: NIES78

1 Noise related measures（2）Rail noise countermeasures
With regard to Shinkansen noise, relevant administrative authorities and companies have
implemented so-called "75 decibel measures" in order to bring noise levels in dense residential areas
along Shinkansen lines to or below environmental noise standards (primarily residential areas: 70
decibels or below, primarily commercial or industrial areas: 75 decibels or below).
Four stages of 75 decibel measures have been implemented. The stage 4 study found that only oneof the measurement sites in the areas where the measures were implemented had a noise level which
exceeded 75 decibels. Some of the areas where the measures were not implemented still do not meetthe 75 decibel standard, so "75 decibel measures" will continue to be implemented in order to achieveenvironmental noise standards.
Shinkansen noise countermeasures include raising noise barriers, installing pantograph covers, andre-profiling rails to prevent the actual production of noise. When these measures are insufficient tomeet environmental noise standards, subsidies are provided for performing soundproofing on existinghouses.
In the case of conventional railway line noise countermeasures, in accordance with the "NoiseCountermeasure Guidelines Regarding the New Installation or Large Scale Modification ofConventional Railway Lines", railway operators are instructed to implement measures to ensure thatnoise levels do not exceed specified values for newly installed lines, and to ensure that noise levels are
reduced when performing large scale modification of existing lines.

（3）Airplane noise countermeasures
The most effective measure for reducing airplanenoise levels is the introduction of low noise airplanes.
When comparing the 80dB(A)(adjusted based on●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

impact scope of the current B767 is roughly 90%

Airfront Oasis

Distribution
facilities and stores

Noise berm

human hearing characteristics) noise levels, the noise
City planninggreen space

Water quality
management

smaller than that of the previously used DC8. In areasin which noise is still a problem soundproofing, etc. isbeing constructed on houses. For the most part, this

Improvement ofsilencing facilities

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

Introduction ofalternative energy
sourcessoundproofing work has been completed, except forfollow-up maintenance. Improvements are being madein the area of airplane noise, and noise countermeasureareas are being reviewed and readjusted in airports

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.

Source: MLIT (Tentative Translated by
Eco-Mo Foundation)such as Osaka International Airport. Nevertheless, measures for further reducing noise will remain
important for achieving harmony between airports and their surrounding areas.
In 2003 the Eco-Airport Guidelines were established in order to assist with environmental protection
and creation for airports and their surrounding communities. Based on these guidelines, eco-airport
design is being implemented in airports through measures such as the creation of environmental plans
for airports and their surrounding areas, and through support for the installation of Ground Power
Units (GPUs).

79

Ⅳ．Measures in Response to Other Environmental Issues

2Sea pollution countermeasures（1）Large scale oil spill countermeasures● Coverage scope of system of 3
large dredging and oil reclamation
ships

One of the major factors behind the large scale oil spills inrecent years is the existence of ships which do not meet the

3 ship oil recovery
areas

standards set forth in marine safety and sea environmental

HakusanSeiryu Maru
Kaisho Maruconservation treaties (sub-standard ships). In order to eliminate

Hakusanthese ships, Japan is participating in international efforts such as
the creation of an international ship database (EQUASIS), as well

Niigata
Nagoyaas enhancing port state control (PSC) by performing onboard

Kitakyushu

inspections of foreign vessels stopping in Japanese ports

Seiryu Maru
Kaisho Maru

confirming that they meet treaty standards.

"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.

Japan maintains three large dredging and oil recovery ships toquickly reach and clean up oil spills in the seas around Japan.

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

Furthermore, Japan, China, the Republic of Korea, and Russia
cleaning up large spills of oil or hazardous substances in the★NOWPAP Regional Oil Spill Emergency Plans
Developed country（country requesting assistance）（South Korea）
Large scale oil spill

Sea of Japan, the Sakhalin area, and the Sea of Okhotsk. The

Situations exceedingnation's own response
capabilities, necessitating assistance

Environment of the Northwest Pacific Region (NOWPAP)
Regional Oil and Hazardous and Noxious Substances (HNS)
Spill Contingency Plan" (2008).

NOWPAP regional oil spill emergency plan initiation

Information sharing

Management and Development of the Marine and Coastal

National action liason
National action liason
Accident（Republic of Korea Coast Guard）notiﬁcation（Japan Coast Guard）

National emergency plan-based response

system of international collaboration and coordination is being
strengthened through the "Action Plan for the Protection,* Items in red correspond to
Korean incident scenario
Supporting country（Japan）

Authority withjurisdication（none）
Authority deciding
on support provision（Korean Ministry ofForeign Aﬀairs）
National action liason（Republic of Korea
Coast Guard）

Coordination of which country is leading
country in situations where incident aﬀects
interests of multiple countries

Support request

Authority withjurisdication（none）
Authority decidng
on support provision

Support decision notiﬁcation（Japanese Ministryof Foreign Aﬀairs）

24 hour contact system

National action
liason（Japan Coast Guard）* Plan initiation notiﬁcation* Notiﬁcation of person chosen as chief site director* Information regarding pollution incidents

Implementation of joint operations

Information sharing

have established a collaborative rapid response system for

Personnel andresource support
Dispatch of teamsof experts Supply ofoil absorption materials

Distribution of reports, etc.

Source: Japan Coast Guard (Tentative Translated by
Eco-Mo Foundation)（2）Countermeasures against harmful aquatic organisms in ballast water
Organisms such as plankton in ship ballast water (sea water used to weigh empty ships for greater
safety) can contaminate areas where they are not normally found when ballast water is purged,
harming the local ecosystem as well as having negative effects on human health and economic activity.
In February 2004 the International Maritime Organization (IMO) adopted the Ballast Water
Management Convention in order to regulate ballast water countermeasures using a consistent global
standard. Japan became a party to the convention in October 2014.
As of November 2013 nine ballast water management systems have been approved. The first unit ofthe "JFE Ballast Ace", a ballast water processing system developed by JFE Engineering Corporationand commercially released after being the first system to receive model approval by the MLIT, wasinstalled in August 2010 in the Emerald Leader, a vehicle carrier owned by NYK. Other ballast water
countermeasures are also being earnestly implemented. These include the FineBallast®OZ ozonebased ballast water processing system, jointly developed by Mitsui Engineering & Shipbuilding, theJapan Association of Marine Safety, and five other companies, which received approval by the MLIT
in June 2011.
80

3 Ship exhaust gas emissions countermeasures

3Ship exhaust gas emissions countermeasures
Ships offer superior energy consumption efficiency, but they account for a large share of Japan's
total nitrogen oxide (NOx) emissions. In order to respond to this problem and maintain compliancewith regulations stipulated in international marine pollution prevention conventions Japan is developing
technologies for use in ship emissions gas aftertreatment devices capable of significantly reducing theamount of NOx in exhaust gas, and researching and developing environmentally friendly diesel engines
for ships, including methods for improving the combustion of engines themselves. For example, thecompact high speed auxiliary engine SCR denitrification device, an aftertreatment device whose
development began in 2007, was installed in a bulk carrier (95,000D/W) in 2010 and has successfully
reduced NOx emissions. In March 2011 pilot testing began using an actual ship in order to meet NOx
Tier 3 regulations (80% reduction from Tier 1) which the IMO plans to put into effect from 2016. A
ship SCR denitrification device was installed in the main engine (1,491kW output) of an in-service cargoship, and as a result the ship has achieved conformance with Tier 3 regulation standards.
Also, to reduce the amount of emissions of gasses such as CO2, NOx, and SOx from berthing ships,
efforts are also underway to have ships shut down their engines while berthed and use electrical
power supplied from the land instead of power generated onboard the ship.
Furthermore, development is underway of an index (a 10 mode index for ships) for evaluatingenergy saving performance during the design phase of ship construction, with the aim of promoting
the development and use of high fuel efficiency ships. Some of the results of this development havebeen used since July 2009 by the Nippon Kaiji Kyokai to provide environmental performance appraisal
services for container ships. Expectations are high for the contributions of these services to thedevelopment and greater usage of high performance ships.
Ships travel between countries, so ensuring the effectiveness of exhaust gas countermeasuresrequires the application of regulations arrived at by international consensus. Japan has revised laws
such as the Act on Prevention of Marine Pollution and Maritime Disaster in response to revisions to
the MARPOL Convention. Since July 2010 restrictions on the emissions of NOx from engines havebeen strengthened, and based on these new restrictions engine NOx emissions are being confirmed
and regular ship inspections are being performed. Japan is also actively participating in IMO
discussions on further exhaust gas emission restrictions.
●The development of environmentally friendly marine diesel engines

NOx reduction technology for marine engines
Combustion improvement technology
for marine engines

Exhaust gas after-treatment devices
Exhaust gas 㻌䠄SCR⬺◪⿦⨨䠅Urea
water㻌

㻌
Catalyst
Exhaust 㻌
gas

Urea injection nozzle

Improvement to injection systems

SCR denitration device

Shop test & onboard test
Goal: 80% reduction in NOx emission
Source: MLIT (Tentative Translated by Eco-Mo Foundation)81

Ⅳ．Measures in Response to Other Environmental Issues

ColumnPromoting the turning off of ships' engines when stopped!
- Example in Hokkaido The turning off of ship engines when stopped is ●Ship idling reduction image
being promoted to improve the air environment by

CO₂, etc.

cutting emissions of gasses such as carbon dioxide(CO2), nitrogen oxide (NOx), and sulfur oxide (Sox)in port areas. Instead of generating power onboard when berthed, ships use power supplied byfacilities on land.
The MLIT has worked together with the MOE

Ship sideconnection panel
Land sideconnection panel

Cable

on projects such as local power supply pilot tests

Power send /receive facilities

at sites such as Takeshiba Pier since October
2006, and has confirmed their usability, electricalstability, and safety.

Land power
supplySource: MLIT (Tentative Translated by Eco-Mo
Foundation)

Engine shutdown experiments were carried ●Supplying of power to large ferries in snowy
out in 2009 at five ports across Japan, including

and cold regions

Kushiro Port. Based on the results of theseContainer

experiments, a project aimed at having ships
shut down their engines when stopped has been
implemented in Kushiro Port (Kushiro City) since

Ship power
High-voltage transformer
distribution
Land power incoming board
deviceMay 2010.
This makes it the first public port in Japan to do
this. This approach will be gradually extended toother ports in the future.
In December 2010 and February 2011 testingLow voltage
cable

ChassisConnector

High voltage
power supply cableLand side receiving andpower distribution facilities
High voltage incoming board
High voltage feeder board
Frequency converter
High voltage connecting board

Source: The Tomakomaimimpo (Tentative
Translated by Eco-Mo Foundation)

was performed at the Tomakomai West Port● Highly versatile power supplies using
chassis(A chassis containing power incoming
equipment mounted in containers onto large
boards and transformers is placed in acontainer (tow trailer), loaded onto the ferry,
ferries in cold and snowy areas, making it possible
and installed)

Ferry Terminal of loading power receiving

to supply the ferries with power without requiring
large scale modifications of the ships themselves.
This testing went extremely well, confirming thestability and operability of this approach.

Source: The Tomakomaimimpo82

4 Chemical substances countermeasures

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

harm these chemicals cause to the human body.

Dredgedsediment（slurry）

Cycloneseparator

The MLIT is studying dioxins and implementing

Vibratingstrainercountermeasures, monitoring marine pollution
conditions, and carrying out other measures by
establishing a Fundamental Policy Regarding
Countermeasures Against Sediment Dioxins,

Sand andstones

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

sediment in ports with dioxin levels exceedingthe "Manual of Sediment Dioxin Countermeasures

Intermediate
processing
Mechanicaldehydrator

Dehydrating
assistantMechanicaldehydration

Mud Slurrytank tank

Dehydrated
soil

Eﬀective use of separated sand

Reduction of volume of dredged sediment
Dried polluted
soil

technical guidelines concerning the removal ofenvironmental standards for sediment, and revising

Fine particles

MeltingHarmless slag

Melting
1400℃

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.

for Rivers, Lakes, etc." (the River Manual) and the"Technical Guidelines Regarding Sediment Dioxin

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

Countermeasures for Ports" (the Port Guidelines).

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

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

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

83

Ⅳ．Measures in Response to Other Environmental Issues（3）Asbestos countermeasures● Asbestos countermeasurepamphletAsbestos, used in various facilities, such as warehouses andstorage sheds, present a life-threatening hazard. The buildings
constructed in the 1970s and onwards, when large amounts ofasbestos were imported, are reaching the ends of their lifespans andwill be dismantled, so it is important 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 inorder to advance the removal of asbestos from existing buildings. In
addition, measures for removing spray-applied asbestos insulation inexisting buildings are being promoted though activities such as
subsidies for residence and building safety stock formation
operations and local housing subsidies.

Source: MLIT

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

（4）PRTR(Pollutant Release and Transfer Register) system
There is growing interest around the world in environmental●PRTR pamphlet

pollutants such as environmental hormones and new chemical
substances produced by high-tech industry. In 1992 the UN
Conference on Environment and Development (Earth Summit)
indicated the need for a system for managing the discharge andmovement of hazardous chemicals in order to reduce their inherent
risks.
In response, in 1999 Japan formulated the Act on Confirmation,etc. of Release Amounts of Specific Chemical Substances in theEnvironment and Promotion of Improvements to the Management
Thereof (PRTR Law). This act defines a system for confirming,
tabulating, and publicly releasing data on which of a wide range ofhazardous chemicals have been produced, by whom they were
produced, how much of the chemicals have been released into theSource: METI and MOE

environment, and how much of the chemicals have been taken off from company properties in theform of waste products. This system has been in effect since 2001.
Under this act, warehouse operators (limited to warehousing to store farm products or to store gas
or liquid in storage tanks) and automobile maintenance operators are also required to report transfersof specified chemical substances.
84

5 Ozone layer destruction prevention

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

Deviation

Terrestrial observation data

（Year）

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

85

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

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

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

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

Water coolers

In dining establishments

Package A/C
Commercial freezers
and refrigerators

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

In town
Package A/C

Package A/C

Vending machines
Chilled showcases
Turbo freezers

Icemakers

Beer servers

Freezer showcases

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

Water
coolers
Air handling units(chiller secondary units)

The penalty for reckless releasing of
ﬂuorocarbons is incarceration for up
to 1 year or a ﬁne of up to 500 thousand yen.
Source: METI and MOE (Tentative Translated by Eco-Mo Foundation)86

5 Ozone layer destruction prevention●Overview of the Act on Recycling, etc. of End-of-Life Vehicles process

Recycling fund manager
JARC

Payment

Three category item
receipt manifests
Deposit ofrecycling fees

Automobile
manufacturers /importers

OwnersPayment
for recovery

ELVcollectors
Deliverymanifests

Airbags

Fluorocarbon
recoveryoperators
Receipt
manifests

Shredderresidue

ELVs

ELVs

Fluorocarbons

Payment
for recovery

Dismantled
vehiclesELVsReceipt
manifests

Designatedrecyclingorganization
JARC

Dismantlers

Deliverymanifests

Receipt
manifests

Deliverymanifests

ShredderShredderoperators
Receipt
manifests

Deliverymanifests

Information management center
JARC

ELV ﬂow

Information
ﬂow

Payment ﬂow

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

87

Ⅳ．Measures in Response to Other Environmental Issues

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

（1）Climate change observation and monitoring
International efforts aimed at tackling global ●Atmospheric environment monitoring network
environmental issues such as global warming arebeing enhaced. In addition to its previous ongoing
efforts, the JMA is implementing the following
measures in accordance with the "Strategic Policy
Regarding Future Global Environmental Operations",

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

Ryori

Showa Station(Antarctica)

Tsukuba

Fukuokaformulated and announced in 2008.

Ryofumaru

In order to assess greenhouse gas conditions, theYonaguni

Ishigakijima

amount of CO2 in the atmosphere is being measured
at three locations in Japan and the amount of CO2 inthe surface sea water and the air above theMinamitorishima

Naha

Keifumaru

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

northwest Pacific Ocean is being measured by marine weather observation vessels. Furthermore, since2009 precise sunlight and infrared radiation measurements have been performed at five locations inJapan.
Sea level increases levels caused by global warming are also being monitored, and information is
being released regarding long-term sea level changes along the coast of Japan.
In order to achieve more accurate climate change monitoring and seasonal forecasts, a Long Term
Re-Analysis Project is being carried out in conjunction with the Central Research Institute of ElectricPower Industry. This project analyzes past global atmosphere conditions using consistent methodology,
and the findings of the project are being released to research organizations in Japan and abroad.
Climate change monitoring reports and anomalous weather reports are created based on observation
results, and views on annual climate changes, anomalous weather, and global warming conditions andchanges are also released.

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

Minamitorijima●Climate change monitoring report

Yonaguni（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 Eco-Mo Foundation)

Source: JMA

88

6 Global environmental observation and monitoring（2）Himawari 8 and 9
Himawari 8 and 9 are the successors to the ● M o n i t o r i n g c a p a b i l i t y i m p r o v e m e n t sprovided by Himawari 8/9

Himawari 7 (MTSAT-2) satellite, a multipurpose

Doubled horizontal resolution

transportation satellite currently in operation.
Himawari 8 was launched in October, 7, 2014, and after
performing confirmation testing of its functionality
while it orbit, full-fledged operation began on July 7,

Himawari 6/7

Himawari 8/9

Visible1km

VisibleInfrared 4km

InfraredHigh resolution

0.5-1km Visible
2km

Himawari 6/7

Himawari 8/9

1 band（B/W）

2 bands（Color）

None

3 bands

4 bands

10 bands

Development of
new perspectives

Reduced full disk observation time
Near

2015, taking over from Himawari 7. Himawari 9 will be

10 min infrared
30 minlaunched in 2016, and will remain in orbit in standby

10 min10 min Infrared

until 2022. Himawari 8 and 9 have radiometers (AHI)High frequency observation
Every 2.5 min inarea around Japan

which use cutting edge observation technologies, andtheir deployment ahead of other US and European next

Increased number of bands（channels）

High frequency

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

generation still imaging satellites has drawn international attention.

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

●Overview of Argo project monitoring and Argo float distribution
30'W

Surface
Deployed

1000m
Sinks to 1000m and drift

Middle layer
2000m

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

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

0'

30'E

60'E

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

90'N

90'N

60'N

60'N

30'N

30'N

0'

0'

30'S

30'S

60'S

60'S

90'S

30'W

0'

30'E

60'E

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

Worldwide distribution of Argo ﬂoats reporting data
within the past month（3,918 ﬂoats as of January
1,2016. 205 of these ﬂoats are Japanese, indicatedwith a（●）.）

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

89

Ⅳ．Measures in Response to Other Environmental Issues

The JMA collects and analyzes data from various sources,
such as observation vessels, Argo floats, and satellites, andreleases Marine Health Diagnosis Tables, comprehensive
diagnoses and future predictions regarding sea change
conditions related to the global environment.
The Japan Coast Guard constantly monitors and assesses●"Marine Health Diagnosis Table"
Yearly average sea surface
temperature (global average)
anomaly trend■ Diagnosis (2014)

•In 2014 the sea surface temperature was 0.20°C higher than the average annual sea surface temperature (global
average). This was the highest value since stastical data first began being gathered in 1891.
•The average annual sea surface temperature (global average) is changing due to marine and atmospheric changes,
global warming, etc., on a scale of several years to several decades. The long-term trend has been an increase of
0.51°C per century. In the early 2000s the amount of change had leveled off, but 2014 reached a new record
temperature for the first time in 16 years, since 1998’s record high.

Japan Current changes in the area around the Izu Islands
to supplement the data obtained from Argo floats. The Japan
Oceanographic Data Center collects and manages sea datafrom Japanese oceanic research organizations, and provides

Average annual value: Average for 1981 to 2010

Sea surface temperature annual deviation (°C)

using marine short-wave radar. It publishes observation data

Trend=0.51 (°C/100 years)

it to related organizations and the general public.

Year

Annual deviation（4）Ozone layer observation and monitoring

5 year moving averageLong-term change trend

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

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

In order to protect the ozone layer, which absorbs harmful ultraviolet radiation from the sun, theproduction, use, and trading of fluorocarbons and other ozone layer destroying substances isinternationally regulated by the Montreal Protocol and other agreements and conventions. The JMA
releases the results of ozone and ultraviolet radiation observation on a yearly basis. It also provides
daily data regarding ultraviolet radiation in the form of a UV index, easy-to-understand numerical data
indicating the strength of ultraviolet radiation.

（5）Promotion of steady observation at the south pole
The Geospatial Information Authority creates topographical and●UV index (peak daily values)

other maps based on reference point measurements, gravity

INDEX

measurements, continuous GPS observation, exposed rock areachange measurements, and photographic measurements. The results
contribute to research regarding global environmental changes in thesouth pole area, etc., and international activities focusing on landmeasurement and geographical information.
Since 1992 it has, with the collaboration of other countries aroundthe world, compiled a database (global map data) of fundamental
global geographical information needed when performing monitoring

Source: JMA

or analysis of global environmental problems, etc. In 2008 it completed and released the first version ofits global map database, which includes land data for the entire world. It has since released the second
version of its database, which covers land coverage and woodland coverage rates.
At the Showa Base the JMA is performing continuous sunlight, radiation, and land and high altitude
meteorological observation. This observation is effectively utilized in international measures,contributing to climate change research and monitoring of the south pole ozone hole.
The Japan Coast Guard carries out sea floor topological surveys. It also performs tidal observation,
which contributes to monitoring of sea level changes, which are closely linked to global warming.

90

6 Global environmental observation and monitoring●Changes in the Antarctica ozone hole (1979 to 2015)
Distribution of average ozone levels in October in the southern hemisphere in 1979, before the southern hemisphere ozone hole appeared, and in 2015.
The region with a concentration of 220m atm-cm or less is the ozone hole.
Created by the Japan Meteorological Agency based on satellite data provided by the US National Aeronautics and Space Administration (NASA)
For more information about the satellite data used, please refer to Appendix 1 "observational data that was used in the analysis" of the "Summary of the ozone layer,
ultraviolet rays of the year".

October 1979

October 2015

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 by Eco-Mo Foundation)●World map (woodland coverage layer)●World map

Source: "Global Map Project"
Website Management Committee

91

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

Transport and Environment in Japan 2016
Published September 2016

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/