2020

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

Legal NoticeThis document is a tentative translation by the Foundation for Promoting Personal Mobility andEcological Transportation (Eco-Mo Foundation) of “Transport and Environment in Japan 2020”,
published in March 2020 by the Eco-Mo Foundation under the editorial supervision of the Environmental
Policy Division, Policy Bureau, Ministry of Land, Infrastructure, Transport and Tourism (MLIT).
Initial translation was performed by a translation company, with necessary revisions made afterwards.
Unique terminology and phrases which cannot be understood without knowledge of the societal
background and conditions involved in the Japanese transport environment have been replaced withappropriate English expressions without being constrained by the original Japanese expressions.
However, no additional explanations or additional text has been inserted, and, wherever possible, thetentative translation is faithful to the original text.
This document is published on the Eco-Mo Foundation website (http://www.ecomo.or.jp/) and available
for download. We hope that it may serve of assistance with the implementation of transport environment
measures in the reader’s own country.

Table of Contents
Ⅰ．Developments Related to Environmental Issues in 2019… …………………

1

Ⅱ．Current Status of Major Environmental Problems of the Transport

Sector… …………………………………………………………………………………………………………

2

1 Current status of global environmental problems… ………………………………………… 2（１）Current status of global warming… ………………………………………………………………… 2（２）The United Nations Framework Convention on Climate Change, the Kyoto Protocol, and Paris Agreement………… 5（３）Current status of global warming issues in Japan……………………………………………… 8（４）Current status of global warming issues in the transport sector… ……………………… 10（Column: Automobile ownership rates around the World）… ………………………………… 14

2 Current status of automobile gas emissions…………………………………………………… 15
3 Current status of waste and recycling… ………………………………………………………… 17

Ⅲ．Measures in Response to Major Environmental Problems of
the Transport Sector… ………………………………………………………………………………… 20
1 Promotion of global warming countermeasures… …………………………………………… 20（１）Transport sector countermeasures… ……………………………………………………………… 20（Column: Definition of the levels and the status of initiatives regarding autonomous driving）……… 25（Column: Eco-tires）… …………………………………………………………………………………… 26（Column: Effectiveness of car sharing in reducing environmental impact）……………… 42（２）Energy Saving Act-based measures………………………………………………………………… 43（３）International maritime and air transport sector countermeasures………………………… 45（Column: Emissions trading system measures）………………………………………………… 46

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

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

4 Measures by local governments, companies, citizens’ organizations, etc.……… 53（１）Measures by local governments……………………………………………………………………… 53（２）Measures by companies in the transport sector… …………………………………………… 56（３）Measures by citizens’ organizations………………………………………………………………… 64（Column: Nationwide Bus Map Summit (Bus map creation initiative by citizens)）……… 65（４）Measures by the Eco-Mo Foundation… …………………………………………………………… 66

Ⅳ．Measures in Response to Other Environmental Issues………………………… 77
1 Noise related measures…………………………………………………………………………………… 77（１）Automobile noise countermeasures………………………………………………………………… 77（２）Rail noise countermeasures…………………………………………………………………………… 78（３）Airplane noise countermeasures… ………………………………………………………………… 78

2 Sea pollution countermeasures… …………………………………………………………………… 79（１）Large scale oil spill countermeasures……………………………………………………………… 79（２）Countermeasures against harmful aquatic organisms in ballast water… ……………… 79

3 Ship exhaust gas emissions countermeasures… …………………………………………… 80
4 Chemical substances countermeasures… ……………………………………………………… 81（１）Dioxin, etc. countermeasures… ……………………………………………………………………… 81（２）Endocrine distruptors countermeasures…………………………………………………………… 81（３）Asbestos countermeasures…………………………………………………………………………… 82（４）PRTR (Pollutant Release and Transfer Register) system… ………………………………… 82

5 Ozone layer destruction prevention… ……………………………………………………………… 83
6 Global environmental observation and monitoring…………………………………………… 86（１）Climate change observation and monitoring……………………………………………………… 86（２）Himawari 8 and 9… ……………………………………………………………………………………… 87（３）Sea observation and monitoring……………………………………………………………………… 87（４）Ozone layer observation and monitoring…………………………………………………………… 88（５）Promotion of steady observation at the south pole… ………………………………………… 89

7 Adaptation Measures for Climate Change in the Land,
Infrastructure and Transport Sectors……………………………………………………………… 90
List of Abbreviations… ………………………………………………………………………………………… 91

Ⅰ．Developments Related to Environmental Issues in 2019
There were a great deal of developments in 2019, both inside Japan and overseas, related to environmental
issues. Below are some of the developments in global warming.

■Global warming related developments
With regard to the framework for 2020 and beyond that relates to global warming countermeasures, an ad
hoc working group was established at COP17, which was held in Durban, South Africa in November andDecember, 2011, and consensus was reached regarding the formulation by 2015 of a new framework which
would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided on by the Global
Warming Prevention Headquarters Japan’s Intended Nationally Determined Contribution (greenhouse gas
reduction targets, etc. for 2020 and beyond) in July 2015, and submitted it to the UNFCCC secretariat. Under
this INDC, Japan’s emissions reduction target was defined as a 26.0% reduction in 2030 compared to 2013(25.4% reduction compared to 2005) (approximately 1,042 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference, the“Paris
Agreement”, a new legal framework for global warming countermeasures from 2020 onwards was adopted
and went into effect on November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented instruments ofacceptance to the Secretary-General of the United Nations on the same day.
On May 13, 2016, the Japanese cabinet approved the Global Warming Countermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
The plan clarified the measures to be taken by individual entities and by the nation in order to reach themedium-term target of reducing emissions by 2030 by 26% compared to 2013 levels, laid out a roadmap forachieving these reduction targets, and stipulated a long-term target of reducing greenhouse gas emissions by
2050 by 80%.
It includes comprehensive transport sector measures such as automobile and road traffic flow measures, thepromotion of public transport usage, and logistics efficiency improvements.
Furthermore, on June 11, 2019, the Cabinet issued a decision titled "Japan's Long-term Strategy under theParis Agreement," a long-term strategy for develop with low greenhouse gas emissions in accordance with
the Paris Agreement, and submitted it to the convention secretariat. Additional global warming
countermeasures are being implemented based on this decision.
COP25 was held in Madrid, Spain in December 2019 and although deliberation continued regarding theimplementation approach to use for market mechanisms, consensus was reached regarding the promotion of
ambitious climate change countermeasures to signatory countries.
All countries, along with regularly updating their goals for the reduction of greenhouse gases, will attempt
to kickstart a framework from 2020 onwards for working towards reaching those goals.

1

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

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector
1 Current status of global environmental problems
Our globe is facing severe environmental problems,●Mechanism of the greenhouse effectsuch as global warming and the destruction of the ozone
layer. For the next generation to receive a planet inModerate greenhouseeﬀectGreenhouse eﬀect
with high concentrationof greenhouse gasses

Radiation into space

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

（1）Current status of global warming

Greenhousegas
Sunlight
Infraredlight

Infraredlight

Sunlight■The mechanism behind and impact of
global warming

In order to produce energy, we burn fossil fuels suchas petroleum, coal, and natural gas, generating gasses
such as carbon dioxide (CO2) and releasing them into theatmosphere.
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 theglass in a greenhouse, raising the earth’s temperature. These gasses, which have kept temperatures in therange suited for life on earth, are called greenhouse gasses.
However, factors such as the rise of industry have increased the amount of daily activity, producing a rapid
rise in the amount of greenhouse gasses emitted into the atmosphere. This has intensified the greenhouseeffect, 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 and2014, states that the average global temperature rose 0.85°
C between 1880 and 2012, and that thetemperatures of every decade of the past 30 years have been warmer than any of the preceding decades
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 humanactivity.
Without measures to prevent global warming to counter the global growth in fossil fuel consumption, theconcentration of greenhouse gasses in the atmosphere will continue to rise, resulting in further global
warming. The IPCC report says it is highly likely that, in comparison to between 1986 and 2005, the average
global temperature at the end of the 21st century will have risen by 0.3 to 4.8℃ , 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.

The“Paris Agreement”stipulates the controlling of rises in the average global temperature to levels
that are well below 2℃ in comparison to before industrialization, along with continuing to maintain 1.5℃ .
This was again summed up in 2018 by the IPCC in their“1.5℃ Special Report”. This report provides thelatest scientific findings regarding the effects and risks associated with the temperature rise to 1.5℃ , alongwith the necessary adjustments, related emissions channels, and reduction (mitigation) of greenhousegasses, and within the context of strengthening global efforts towards the threat of climate change, andsustainable development with the eradication of poverty.
2

1 Current status of global environmental problems●Forecast of increase in average global surface temperature
RCP8.5: Unrestrained
2 and
RCP8.5:
UnrestrainedCO
CO2
andother emissions
emissionsresulting
resultingininlarge
large
temperature
increase
temperature increase
Past period
model results

Largest amount of
global warming
Avg. for 2081
to 2100* Shaded area
indicates
degree ofuncertainty

Smallest
amount ofglobal warming** RCP2.6:
RCP2.6: Little
Littletemperaturetemperatureincrease
increaseas thethe result
resultof
ofconstrained
constrainedemissions
emissions
of CO
CO2,
etc.
2, etc.

Fig. Change in average annual ground temperature(Diﬀerence versus 1986 to 2005 average)
2081 to 2100 RCP2.6 and RCP8.5 scenario CMIP 5 multiple model
average distribution diagram

Fig. Change in average global ground temperature
between 1986 and 2005
CMIP5 simulated timeline based on multiple models (1950 to 2100)
Source: Figure: IPCC AR5 WG I SPM Fig. SPM.7(a)The north pole area will warm faster than the global average, and theaverage increase in tempertature will be greater for land areas than sea areas.
(IPCC AR5 WG I SPM Fig. SPM. P.20, lines 21 to 22)

Source: Ministry of Environment (MOE) “Overview of IPCC 5th assessment” (Tentative 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, dinitrogenmonoxide, and chlorofluorocarbon. According to the IPCC, the greenhouse effects per unit of volume of
methane, dinitrogen monoxide, and chlorofluorocarbon, etc., are far stronger than those of carbon dioxide, but
the amount of carbon dioxide being emitted is tremendous, so carbon dioxide emissions worldwide since theindustrial revolution account for roughly 60% of all greenhouse gas contributions to global warming.
For Japan, in 2017 carbon dioxide accounted for 92% 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 2017)● 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）1.6%

0.5% or less3.5%

Perﬂuorocarbons（PFCS）

0.27%

Methane（CH4）6%

Methane (CH₄)

20%

0.17%

Nitrogen triﬂuoride（NF3）

2.3%

Dinitrogenmonoxide(N₂O)

Sulfur hexaﬂuoride（SF6）0.03%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)

92.1%

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

Source: GIO “Greenhouse Gas Inventory”

3Ⅱ．Current Status of Major Environmental Problems of the Transport Sector■Trends in concentration of carbon dioxide in the atmosphere

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

plant photosynthesis. The amount of change also depends on the location, due to differences in local vegetation,
etc.
The concentration of carbon dioxide in the atmosphere remained roughly stable at 280ppm (ppm: parts per
million) before the industrial revolution in the latter 18th century, but the rapid increase in manufacturing andproduction activities following the industrial revolution has been accompanied by an increase in the carbon
dioxide concentration. According to World Data Centre for Green house Gases (WDCGG) the carbon dioxide
concentration in 2017 was 405.5ppm, significantly higher than the concentration before the industrial
revolution.

Carbon dioxide concentration（ppm）●The average of concentration of carbon dioxide in the atmosphere(year)

Source: Japan Meteorological Agency (JMA) “Climate Change Monitoring Report 2018” (Tentative Translated by Eco-Mo
Foundation)■Carbon dioxide emission volume by country

Carbon dioxide emission volume by country is as follows: China 29.3%, U.S. 15.6%, India 6.7%, Russia 4.6%,

followed by Japan at 3.7%. In terms of per capita emissions by country, Japan is number 8.
● Share of carbon dioxide emission volume bycountry (2016)
Brunei 0.02%
New Zealand 0.1%
Singapore 0.1%
Hong Kong 0.1%
Peru 0.2%
Chilie 0.3%
Philippines 0.4%
Vietnam 0.6%
Ukraina 0.6%
Malaysia 0.7%
Thailand 0.8%
Taiwan 0.8%
France 0.9%
Italy 1.1%
UK 1.2%Australia 1.3%
Brazil 1.3%
Mexico 1.4%

Indonesia 1.5%

Canada 1.7%

Other

20.5%

● Per capita carbon dioxide emission volume bycountry (2016)
Australia
U.S.
CanadaBruneiSouth Korea
TaiwanRussiaJapan
Germany
Singapore
Malaysia
China
New ZealandHong Kong
UK
Italy
ChilieUkraineFranceThailand
MexicoBrazilVietnamIndonesia
Peru
India
Philippines

China

29.3%

Global average
CO2 emissions
32.3 billion tons
U.S.

Japan
3.7%Russia India

4.6%

15.6%

6.7%

Germany 2.4%
South Korea 1.9%

2.01
1.98
1.74
1.62
1.57
1.11

0

6.93
6.57
6.5
6.09
5.66
5.37
4.76
4.4
4.38
3.55
3.49

5

10
9.03
8.89
8.08

10

11.5
11

14.9
14.9
14.9

15

16.2

20

tCO2/person

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2019”4

1 Current status of global environmental problems（2）The United Nations Framework Convention on Climate Change, theKyoto Protocol, and Paris Agreement■UNFCCC

UNFCCC was formulated with the objective of stabilizing greenhouse gas concentrations at a level thatwould prevent dangerous anthropogenic interference with the climate system. It was adopted in May 1992,
and after being signed by the heads of states at the June 1992 United Nations Conference on Environmentand Development (held in Rio de Janeiro), it went into effect in March 1994. As of January 2020 the European
Union (EU) and 196 countries, including Japan, are signatories.

■The Kyoto Protocol

In December 1997 COP3 was held in Kyoto, and the Kyoto Protocol for achieving the convention’sobjectives was adopted. The Kyoto Protocol specifies the percentage by which average annual greenhouse gas
emissions by developed countries are to be reduced compared to a reference year (in principle 1990) during
the period from 2008 to 2012 (the first commitment period). Japan was to have reduced emissions by 6%, theU.S. by 7%, and the EU by 8%. No binding targets were set for developing countries. The November 2004
ratification by Russia satisfied the Kyoto Protocol’s requirements for coming into force, and the treaty
became effective on February 16, 2005. The U.S. did not ratify the Kyoto Protocol. The first commitment
period of the Kyoto Protocol, which went into effect in 2008, ended in 2012. While official adoption will firstrequire screening by the U.N, Japan met its greenhouse gas emissions reduction target.

■Paris Agreement

With regard to the framework for 2020 and beyond, an ad hoc working group was established at COP17,

which was held in Durban, South Africa in November and December, 2011, and consensus was reachedregarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit them tothe convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided on by the Global
Warming Prevention Headquarters“Japan’s INDC (greenhouse gas reduction targets, etc. for 2020 andbeyond)”in July 2015, and submitted it to the UNFCCC secretariat. Under this INDC, Japan’s emissions
reduction target was defined as“26.0% reduction in 2030 compared to 2013 (25.4% reduction compared to2005) (approximately 1,042 million tons of CO2)”.
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris
Agreement,”a new legal framework for global warming countermeasures, was adopted and went into effecton November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented instruments ofacceptance to the Secretary-General of the United Nations on the same day.

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

5

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

The results of the December 2019 COP25 are shown below.
COP25, CMP15 and CMA2
December 16, 2019
From December 2nd to 15th, in Madrid, Spain, the 25th session of the Conference of the Parties to the United Nations
Framework Convention on Climate Change (COP25), the 15th session of the Conference of the Parties serving as the Meetingof the Parties to the Kyoto Protocol (CMP15), and the 2nd session of the Conference of the Parties serving as the Meeting of
the Parties to the Paris Agreement (CMA2), as well as the 51st session of the Subsidiary Body for Implementation (SBI51) andthe Subsidiary Body for Scientific and Technological Advice (SBSTA51), were held respectively, as summarized in the following
outline. The Government of Japan was represented by H.E. Mr. KOIZUMI Shinjiro, Minister of the Environment, accompanied
by officials of the Ministry of Foreign Affairs, the Ministry of Economy, Trade and Industry, the Ministry of the Environment,
the Ministry of Finance, the Ministry of Education, Culture, Sports, Science and Technology, the Ministry of Agriculture,
Forestry and Fisheries, and the Ministry of Land, Infrastructure, Transport and Tourism, who participated in the conferences.
The Government of Japan contributed to the negotiations for Article 6 of the Paris Agreement (market mechanisms) and otheragenda, with Minister Koizumi leading the discussions through intensive participations in bilateral and ministerial consultations,in addition to technical negotiations attended by Heads of Delegation and expert-level officials.
Furthermore, during the conferences, Japan proactively delivered its achievements and efforts, including the record of five-yearconsecutive reductions in GHG emissions as well as active commitments by non-state actors.
1. Summary of the negotiations(1) Article 6 of the Paris Agreement (market mechanisms)
The negotiations for implementation guidelines for market mechanisms, whose agreement had not been reached at
COP24, became one of the highlights at COP25. The Government of Japan called for the avoidance of double-countingof emission reductions and securing environmental integrity. Minister Koizumi held intensive bilateral consultations
with other Ministers and took the lead in the ministerial negotiations with constructive proposals, added by technicalnegotiations attended by Heads of Delegations and expert-level officials. On the other hand, under this agenda item, due
to political aspects with complicated interest of each country, it was not possible to reach agreement on all discussion
items. On the basis of the progress attained through discussions at COP25, the Government of Japan on its part willcontinue to contribute towards the adoption of the implementation guidelines for market mechanisms at COP26.
(2) Loss and Damage (loss and damage associated with the adverse effect of climate change)
The review was held for the Warsaw International Mechanism for Loss and Damage associated with Climate Change
Impacts, which was established at COP19 under the United Nations Framework Convention on Climate Change(Convention). As some countries claimed to request the Green Climate Fund (GCF) to provide support for loss anddamage, it was decided that within the existing frameworks considerations will continue. It was also agreed to establish
the expert group to support activities for loss and damage and the Santiago Network to catalyze technical assistanceregarding loss and damage.
(3) Other discussions
Discussions were held on a broad range of negotiation agendas including the periodic review of the long-term global
goal under the Convention, climate finance, reporting formats under the transparency frameworks (reporting systems
for Parties to the Paris Agreement), gender and climate change, Impacts of implementation of response measures (socialand economic impacts arising from the implementation of mitigation policies and actions), adaptation, development
and transfer of technologies, capacity building, agriculture, research and systematic observation. The outcome ofthe discussions includes the decision on the scope of the next periodic review of the long-term global goal under theConvention, enhanced Lima work programme on gender and its gender action plan, and the 6-year workplan of theforum on the impact of the implementation of response measures.
(4) Decisions by COP, CMP and CMA (Chile Madrid Time for Action)
In addition to the above-mentioned agenda items, discussions were held on elements to be included in decisions by COP,
CMP and CMA respectively. As a result of the negotiations, the decisions included texts to enhance ambitious climatechange measures by all Parties, and to convene a dialogue on ocean and climate change in June, 2020. The next COP26
will also be held in November, 2020 in the United Kingdom.
(5) Minister Koizumi's bilateral meetings with other Minister-level delegates
Minister Koizumi held a total of 36 bilateral meetings with Ministers/Representatives of 13 countries/regions and withheads of four organizations, including Chile (COP25 Presidency), Costa Rica, Brazil, European Union, France, Germany,
South Africa, Singapore, New Zealand, and United Nations Secretary-General António Guterres as well as UN Climate
Change Executive Secretary Patricia Espinosa. Throughout the meetings, Minister Koizumi took the lead in negotiations
for implementation guidelines for market mechanism and exchanged views on various points including vision and actions
regarding climate change.
2. Promotion of Action by Japan(1) High-level events(a) Statement by Minister Koizumi at the Ministerial Meeting
Minister Koizumi first and foremost made clear Japan’s firm position on negotiations for market mechanisms under
Article 6 of the Paris Agreement, instruments for accelerating global emissions reductions, that the implementation
guidelines shall be adopted to avoid double counting and secure environmental integrity.
Furthermore, Minister Koizumi promoted Japan’s efforts and ideas for climate change most effectively as the following:・as one of the youngest Ministers in the world as well as the oldest of the millennial generation, listening to youth
voices and securing the future;・while yet to a new development on our coal-related policy by COP25, taking appropriate note of criticisms andcontinuing to take concrete actions toward decarbonization and delivering the results;・trying to change the current perception where Japan’s actions are being overshadowed by criticism to its coal policy
and are not well received; Japan is fully committed to decarbonization and Japan will realize it;・since taking office as Minister of the Environment in September this year, increased the number of local governments

6

1 Current status of global environmental problems

with the net-zero declaration by 2050 from 4 to 28, equivalent to the population of 45 million – such ambitious actions bylocal governments expected to create a great force in accelerating the nation-wide net zero achievement by Japan;
・emphasizing that the number of companies and institutions supporting TCFD recommendations in Japan is the largest
in the world, which is attracting more investment with proper disclosure of climate related information;
・supporting the Green Climate Fund as a leading donor.
(b) Ministerial Dialogue on Adaptation
The Government of Chile convened the“Ministerial Dialogue on Adaptation Ambition”to discuss raising ambitions andshare examples of efforts by respective countries. H.E. Ms. Carolina Schmidt, Minister of the Environment, Chile, and
H.E. Teresa Ribera, Minister for the Ecological Transition, Spain chaired the dialogue. Prime Ministers/Ministers of four
countries including Minister Koizumi, delivered remarks and held panel discussions.
Minister Koizumi explained the Climate Change Adaptation Act, which come into force in December last year in Japan,
the establishment of“Asia-Pacific Climate Change Adaptation Information Platform”(AP-PLAT) to support the Asia
Pacific region in science-based adaptation actions.
(c) Global Climate Action (GCA) Plenary Event
A GCA event was convened to share actions and achievement against climate change undertaken by Contracting Parties
and non-state actors. From Japan, Mr. MORISHITA Satoru, Vice-Minister for Global Environmental Affairs, Ministryof the Environment, explained actions taken by local governments and private companies in Japan and highlighted thatJapan timely included decarbonization in its long-term strategy under the Paris Agreement.
(2) Official side events and others(a) GCF
Minister Koizumi announced Japan’s contributions as the leading donor. Furthermore, Minister Koizumi explained
Japan’s efforts toward the increase in ESG finance and the expansion of green bond markets in Japan. Lastly, Minister
Koizumi asked GCF to put forward initiatives such as“GCF for Youth”in order to backup actions by the youth.
(b) Carbon Neutrality Coalition Ministerial Event at COP25
Under the chair of Ms. Laurence Tubiana, former Ambassador in charge of the negotiations on climate change ofFrance, the meeting was also attended by H.E. Mr. Josaia Voreqe Bainimarama, Prime Minister of Fiji, H.E. Mr. James
Shaw, Minister for Climate Change of New Zealand, H.E. Mr. Carlos Manuel Rodríguez, Minister of Environment
and Energy of Costa Rica and H.E. Mr. Myung Rae Cho, Minister of Environment of the Republic of Korea. Minister
Koizumi stated that Japan is the first G7 member to declare carbon neutrality in the long-term strategy under the Paris
Agreement, non-state actors such as local governments and private sectors are accelerating actions and the Circular
Economy Business Forum to be held in Tokyo plans to have a session for the Carbon Neutrality Coalition. In response,
the Republic of Korea, which on this occasion announced its intent of participation in the Coalition, expressed its
appreciation for the support extended by Minister Koizumi for its participation in the Coalition.
(c) Workshop at the United Nations SDG Pavilion
The workshop was held to discuss collaboration of efforts toward climate change measures and the achievement ofSDGs. Minister Koizumi announced that: Japan will, in collaboration with the World Economy Forum (WEF), convene
the Circular Economy Business Forum around in May next year; coordinated actions based on the“Osaka Blue Ocean
Vision”agreed at G20 Summit this year are necessary; Japan will host an international conference on climate change
and disaster prevention in collaboration with the UN organizations; and Japan offered to host the third Climate andSDGs Synergy Conference in 2021.
(3) Side events at the Japan Pavilion
The Japan Pavilion at COP25 venue featured various exhibitions and seminars. Under the theme of“ACTION. ACTION.
ACTION.”Japan showcased its strength centering on hydrogen technologies, space/ocean observation, measuresagainst fluorocarbons, and wind power generation technologies, and covering both aspects of mitigation and adaptation,
exhibited models/dioramas/panels with their images. Furthermore, as the side-events, Japan delivered its various efforts
to contribute to the global decarbonization with concrete actions. The following is the summary of major events:(a) Initiative on Fluorocarbons Life Cycle Management
Minister Koizumi declared to launch the Initiative on Fluorocarbons Life Cycle Management, on the occasion of theestablishment ceremony for the initiative convened by the Government of Japan. France, Chile, Maldives, AsianDevelopment Bank (ADB) and Climate and Clean Air Coalition (CCAC) voiced support for the initiative. (As of now, 11
countries and international organizations as well as 10 companies and bodies in Japan have expressed support.)(b) Osaka Blue Ocean Vision
The roundtable for the Osaka Blue Ocean Vision was held. Minister Koizumi shared the Osaka Blue Ocean Vision with
Ministers and senior officials of countries including 8 countries other than members of G20. Participating countries
expressed their determination for measures against marine plastic liter.
(c) Climate Change and Disaster Prevention
Japan hosted an event for climate change and disaster prevention, at which Minister Koizumi appealed Japan’s efforts
based on the Climate Change Adaptation Act, support for the promotion of highly effective adaptation actives throughthe Asia-Pacific Climate Change Information Platform (AP-PLAT) launched in June this year, the plan to host the AsiaPacific Adaptation Network (APAN) Forum in September next year.
(d) Innovation Challenge for Net Zero Carbon
KEIDANREN (Japan Business Federation) held an event for roles of innovation towards net zero carbon. Minister
Koizumi attended to welcome the“Challenge Zero”by KEIDANREN and introduced actions by Japanese corporations
and actions by local governments as“Zero Carbon Companies”and“Zero Carbon Cities”respectively, Furthermore,
Minister Koizumi commemorated the recent Nobel Prize awarded to Dr. Yoshino Akira for his contribution to lithiumion batteries and highlighted Japan’s utmost contribution through innovation and international cooperation towards
global-scale carbon neutrality.
(4) Other Events
On the occasion of the Earth Information Day, Japan presented the latest findings of its climate change projection
research programmes and highlighted the importance of systematic observation related to the climate system.

Source: Ministry of Foreign Affairs of Japan website

7

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector（3）Current status of global warming issues in Japan①Current status of carbon dioxide emissions in Japan

Japan is the world’s 5th largest producer of carbon dioxide emissions, so it plays an extremely importantrole in solving the problem of global warming.

■Trends in carbon dioxide emissions in Japan

In 2017 Japan emitted approximately 1,190 million tons of carbon dioxide, roughly 2.3% more than it did in

1990. The per capita emissions volume in 2017 was approximately 9.39 tons.
●Trends in carbon dioxide emissions in Japan9.42 9.47 9.51 9.42

9.84 9.91 9.99 9.91

9.57

10.11 10.07 10.12

10.06
9.84 10.00 9.85

9.93

10.20
9.64

1,232 1,245
1,200 1,164

10.25 10.34

9.96

9.50

9.65

9.10

1,400

1,175 1,185 1,178

9.91

1,257 1,250

1,210

1,246

1,269 1,254 1,283

1,291 1,286 1,293

1,270

1,306

1,267

1,235

1,308 1,317

1,267

1,217
1,165

1,227

9.52 9.39 10

1,208 1,190

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 2014 2015 2016 2017

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

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

1,600

0

（Year）

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

The industrial sector accounts for 34.7% of Japan’s carbon dioxide emissions, the transport sector for 17.9%,

business and other sectors account for 17.4%, and the home sector accounts for 15.6%.
●Amount of carbon dioxide emissions in Japan (by sector) 2017
Waste（Incineration of waste plastic, waste oil, ets.） 2.4%
Industorial process and ﬁnished goods usage 4.0%

Other（Agriculture, etc.）0.3%

Energy conversion sector（Power plants, etc.）7.7%

Home
sector

15.6%
Industrial sector（Plants, etc.）
Business and other sectors（Commerce, services, oﬃces,etc.）

17.4%

34.7%

Transport
sector（Automobiles, etc.）

17.9%

Total carbon dioxide
emissions in 2017
1,190 million tons

Source: GIO “Greenhouse Gas Inventory”

8

1 Current status of global environmental problems②Energy consumption in JapanThe rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of the maincauses of global warming. Global warming is inextricably linked to energy consumption.

■Final energy consumption in Japan

Japan’
s energy consumption grew faster than its GDP during the period of rapid economic growth whichlasted into the 1970s. However, the two times oil crises in the 1970s led to increased eﬀorts to reduce energy
consumption by the manufacturing sector, and the development of energy saving products. These eﬀorts
made it possible to restrain energy consumption while still achieving economic growth. Throughout the 1990s
crude oil prices remained at a low level but energy consumption of the home sector and the business sector
increase. The price of crude oil began rising again in the 2000s, and energy consumption has been falling sincepeaking in 2005. In 2011 the focus on energy conservation following the Great East Japan Earthquake brought
about another decline in final energy consumption. Real GDP rose by 1.9% year-on-year in 2017, and due toincreased heating demand caused by the cold winter compared to the previous year, final energy consumptionrose for the first time in seven years, by 0.4%.
Looking at energy consumption trends from 1973 to 2017, energy consumption for the company andbusiness sector grew 1.0-fold (0.9-fold for the industrial sector and 2.1-fold for the business and othersectors), 2.0-fold for the home sector, and 1.7-fold for the transport sector.Since the first oil crisis, thecompany and business sectors, although experiencing economic growth, have seen the same level in energy
consumption thanks to the implementation of energy saving measures mainly in the manufacturing industry.
On the other hand, the home sector and the transport sector has seen greatly increase in energy consumption
because of the spread of energy equipment and automobile. As a result, while the company and businessestablishment, the home, and the transport sectors accounted, respectively, for 74.7%, 8.9%, and 16.4% of totalenergy consumption in 1973, in 2016 these ratios had changed to 62.2%, 14.4%, and 23.4% respectively.

■Dependence on petroleum for energy consumed in Japan
Japan's supply of petroleum as a primary energy source fell as theresult of petroleum replacement policies and energy saving measures
implemented in response to the oil crises, but began rising from the late1980s due to easy energy saving measures having taken their courseand falling crude oil prices. From the mid-1990s onwards thedevelopment of alternative energy sources, etc. caused petroleum use to
decline. As of 2017, the energy equivalent of the petroleum supply is●Crude oil imports by supplying
country (2017)
Oman 1.0%

Indonesia 1.1%
Mexico 1.3%

Ecuador 0.9%
USA 0.9%

Malaysia 0.5%

Iraq 1.9%

Other 0.6%

Vietnam 2.2%
Iran 5.2%

Russia5.3%

Soudi Arabia

39.4%

Kuwait7.3%

7,837 PJ.
From the 1970s to 2017, Japan's crude self-sufficiency ratio has been

Qatar

7.6%

below 0.5%. The fifth Basic Energy Plan, revised in July 2018, clearly

UAE

24.8%

indicated that the crude oil supply structure, which is highly dependent
on overseas suppliers for energy resources, is a structural problem that
affects Japan's energy supply. Japan imports oil from Middle Easterncountries such as Saudi Arabia, the United Arab Emirates, Qatar,
Kuwait , Iran, Iraq, and Oman. These account for roughly 87% of Japan's

Source: METI “Yearbook of Mineral
Resources and Petroleum Products
Statistics” (Tentative Translated by
Eco-Mo Foundation)

total oil imports.
(Source: METI“Energy White Paper 2019”(Tentative Translated by Eco-Mo Foundation))9Ⅱ．Current Status of Major Environmental Problems of the Transport Sector（4）Current status of global warming issues in the transport sector①Current status of carbon dioxide emissions by the transport sector■Trends in carbon dioxide emissions by the transport sector

Japan's total carbon dioxide emissions in 2017 (1,190 million tons), emissions from the transport sector

accounted for 17.9% (213 million tons). Emissions from all vehicles together accounted for 86.2% of thetransport sector emissions (15.4% of Japan's total emissions), emissions from all passenger vehicles accounted
for 49.8% of the transport sector emissions (8.9% of Japan's total emissions), and emissions from trucks
accounted for 36.5% of the transport sector emissions (6.5% of Japan's total emissions).

運輸部門における二酸化炭素排出量
運輸部門における二酸化炭素排出量●Trends in carbon dioxide emissions by the transport sector

CO2 emissions
CO2 emissions
by the transport
by the transport
sector sector

CO2 emissions
CO2 emissions
in Japanin Japanby sector
by sector

Other
Other
171 million
171
tons
million tons
《14.4％》《14.4％》○ Emissions from○ Emissions
all vehicles
from all vehicles
together accounted
together
for accounted
86.2% of for 86.2% oftransport sectortransport
emissionssector emissions(15.4% of all Japanese(15.4% ofemissions)
all Japanese emissions)○ Emissions from○ Emissions
a l passenger
from a l passenger
Private cars
Private cars
vehicles accounted
vehiclesfor accounted
49.8% of for 49.8% of
98.5 million98.5
tons
million tons transport sectortransport
emissionssector emissions(8.9% of all Japanese(8.9% ofemissions)
all Japanese emissions)[46.2％] [46.2％]○ Emissions from○ Emissions
trucks accounted
from trucks accounted
for 36.5% of transport
for 36.5%sectorof transport sector
emissionsemissions
Break
down
all Japanese emissions)(6.5% of all Japanese(6.5% ofemissions)

Transport
Transport
sector sector(Automobiles,(Automobiles,
ships, etc.)
ships, etc.)
Break
213 million
213tons
million down
tons
《17.9％》《17.9％》

Total COTotal
CO2
Commercial
Commercial
truckstrucks2
emissionsemissions
BusinessBusinessand otherand other
42.4 million42.4
tons
million tons
[19.9％][19.9％]
1,190 million
1,190tons
million tons sectors sectors(2017) (2017) 270 million
270
tons
million tons
《17.4%》《17.4%》
Private trucks
Private trucks
IndustrialIndustrial
sector sector
35.32 million
35.32
tons
million tons
413 million
413
tons
million tons
[16.6％] [16.6％]《34.7%》《34.7%》
Home sector
Home sector
186 million
186
tons
million tons
《15.6％》《15.6％》

BussesBusses4.17 million4.17
tonsmillion[2.0%]tons [2.0%]
Taxis
Taxis
2.69 million2.69
tonsmillion[1.3%]tons [1.3%]
Motorcycles
Motorcycles
0.8 million 0.8
tonsmillion[0.4%]tons [0.4%]
Airplanes Airplanes
10.4 million
10.4
tonsmillion[4.9%]tons [4.9%]
coastal shipping
coastal shipping
10.25 million
10.25
tonsmillion[4.8%]tons [4.8%]
Railroads Railroads
8.67 million8.67
tonsmillion[4.1%]tons [4.1%]※ Due to rounding, total values may not match.
※ Emissions from power generation by power providers and emissions from heat generation by heat providers are allocated to theirrespective final demand sectors in proportion to energy consumption amounts.
※ Created by the MLIT Policy Bureau Environmental Policy Division based on the Greenhouse Gas Inventory Office of Japan's"Greenhouse Gas Emissions Data of Japan (1990 to 2017) ”※ Motorcycles were included in "Business and other sectors" until 2015 data, but was calculated as an independent item in thetransport sector from 2016 data.

（単位
百万
ｔ-CO
(million
tons
CO22）
)

300

250

＋23.0

%

262 −7.0%

＋2.9%

255

244

−8.2%

224

207
200
77

91

＋12.1%

10240＋10.1%

44

113

−7.6%

90

−10.9%

80

42 −2.3% 41−3.6%

buses, taxis,
40 −6.4% 37 その他輸送機関

104 −5.7% 98 自家用乗用車
Private cars

150

100

213

125 −9.5%

109 ＋14.3%

.7%
＋42

−4.9%

96 −5.8%−6.4%

Trucks78 貨物自動車

−3.2%

2017

2016

2015

2014

2013

2012

Other transport

2011

2010

2009

2008

2007

2006

2005

2004

2003

2002

2001

2000

1999

1998

−3.9%
1997

1996

1995

1994

1993

1992

1991

0

1990

50
railroads,
バス、
タクシー、鉄道、
ships,
airplanes,
船舶、
航空、
二輪車

motorcycles
年度(Year)

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

10

1 Current status of global environmental problems

From 1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 23.0%, but from1997 to 2001 emissions remained roughly level, and began falling from 2001 onwards.
In 2017 the amount of carbon dioxide emissions was lower than in both 2005 and 2013, due in part to fuelefficiency improvements. Furthermore, the reduction in emissions from passenger vehicles other than private
vehicles (company vehicles, etc.) caused emissions to fall year-on-year for the fifth consecutive year.

■Carbon dioxide emission volume per unit of traffic volume

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

Traffic volume is affected by economic trends and other factors, so for total carbon dioxide emissions in thetransport sector to fall regardless of changes in traffic volume, it is important to promote highly effective
transport.
In this section, we compare the amount of emissions per unit of traffic volume, an indicator of efficiency, forpassenger transport and freight transport.
For passenger transport, the carbon dioxide emissions from each type of transport are divided by the traffic
volume (person-kilometers: the number of transported people multiplied by the distance transported) to
calculate the carbon dioxide emissions per unit of traffic volume. The results are shown in the figure below.

●Carbon dioxide emission rates by passenger transport mode (2017)

Passenger cars

137

Passenger cars
Airplanes

137
96

Airplanes
Bus

96
56

Bus
Railway
Railway

56
19
0

19
25

50

0

25

50

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 (2017)
Private ｔrucks

1177

Private ｔrucks
Commercial ｔrucks

1177
232

Commercial ｔrucks
Ship

38

Ship
Railway

38
20

Railway

232

0
0

20

200

400

200

400

600

800

1000

1200

1400

ｇ-CO2/ton/kilometer
600
800
1000

1200

1400

ｇ-CO2/ton/kilometer

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

11

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector●Modal shares of domestic passenger transport (100 million person ・km), 2017

Airplanes

15.7%

Hire / Taxi 1.0%

Hire / Taxi 1.0%

Busses

Airplanes

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

45.7%

Japan Railway
(JR)

45.7%

Private railways

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

0.3

5.2

●Modal shares of domestic freight transport (100 million ton・ km), 2017
Airplanes（domestic route）0.3%

Railway 5.2%

Domestic
shipping

Commercial
trucksDomestic
shipping

Commercial
trucks

43.7%

44.0%

43.7%

44.0%

Private trucks 6.8%

Private trucks 6.8%
*1 The air transport percentage is the total of both regular and irregular service, and includes excess luggage and postal
mail.
*2 The total of subtotals for individual transport modes and the total for transport modes may not be identical due torounding.
Source: MLIT “White Paper on Land, Infrastructure, Transport and Tourism in Japan 2019” (Tentative Translated by EcoMo Foundation)

12

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

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

private operation to commercial truck operation has brought about a reduction in carbon dioxide emissions by
the transport sector. Emissions in 2017 were 213 million tons.
Efforts must continue to be made to achieve further reductions in the amount of energy consumed byautomobiles.
●Automobile ownership trends
Million vehicles
90
80

Other
Bus
Special vehicle
Motorcycle

70
60
50

Truck

40
30
Passenger car

20
10
0

1966

1969

1972

1975

1978

1981

1984

1987

1990

1993

1996

1999

2002

2005

2008

2011

2014

2017

Year

2019

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)

13

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

ColumnAutomobile ownership rates around the WorldIn terms of automobile ownership per thousand people, the U.S. has the world’s highest automobiles
ownership rate, at 837 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 3.4% globally in 2016, but in China it grew by 13.4%, and in India
by 9.1%. 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 2016
（Automobiles per 1,000 persons）

900

600

World

Vietnam

India

Philippines

Indonesia

Hong Kong

Peru

China

Singapore

Brazil

UkraineThailandChilieMexicoTaiwanRussiaMalaysia

FranceSouth Korea

U.K.

Japan

CanadaGermany

Itary

Australia

BruneiNew Zealand

0

U.S.

300

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2019”14

2 Current status of automobile gas emissions

2 Current status of automobile gas emissions
Road traffic related environmental problems involving the transport sector include atmospheric pollution
produced by suspended particulate matter (SPM) and nitrogen oxides (NOx) such as nitrogen dioxide (NO 2)
emitted from automobiles. NOx is not only a cause of acid rain and photochemical smog, but also has negative
health effects (on respiratory organs). SPM is also said to harm respiratory organs by adhering to the lungs
and bronchi.
In recent years all air pollution monitoring stations ＊1 have met 2017 air quality standards achievement
rates for NO2, with 100% achievement rates for twelve consecutive years since 2006. Automobile exhaustgas monitoring stations ＊2 have remained at the same levels as 2016, at 99.7%. For automobile exhaust gas
monitoring stations in areas implementing Automobile NOx/PM Act measures the achievement rate was
99.5%.
For SPMs, nationwide 2017 air quality standards achievement rates were 99.8% for air pollution monitoring
stations and 100% for automobile exhaust gas monitoring stations. These have stayed roughly level forboth types of stations in comparison to 2016 (air pollution monitoring station: 100%, automobile exhaustgas monitoring station: 100%). SPM 2017 air quality standards achievement rates for areas implementing
Automobile NOx/PM Act measures remained level at 100% for both air pollution monitoring stations.

＊ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,464 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: 409 stations)15

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector● NO2 air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2008 to 2017)（Automobile exhaust gas monitoring stations）

100

80

80

︵ %
︶
Achievement rate

︵ %︶Achievement rate

（Air pollution monitoring stations）

100

60
40
20
0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Achievementrate
No. of effective
stations
No. of achieving
stations

60
40
20
0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Achievement
92.0％ 92.9％ 95.7％ 99.1％ 98.6％ 98.6％ 99.1％ 99.5％ 99.5％ 99.5％
rate
No. of effective
225 226 207 219 216 218 216 217 215 212
stations
No. of achieving
207 210 198 217 213 215 214 216 214 211
stations

100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％
436 438 411 425 418 411 413 407 403 401
436 438 411 425 418 411 413 407 403 401

Source: MOE website (Tentative Translated by Eco-Mo Foundation)● SPM air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2008 to 2017)（Automobile exhaust gas monitoring stations）

100

80

80

︵ %
︶
Achievement rate

︵ %︶Achievement rate

（Air pollution monitoring stations）

100

60
40
20

40
20
0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

0 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017

Achievement
99.8%
rate
No. of effective
440
stations
No. of achieving
439
stations

60

Achievement
99.5%
rate
No. of effective
213
stations
No. of achieving
212
stations

100% 100% 72.7% 100% 96.4% 99.8% 100% 100% 100%
439 415 429 421 415 415 413 412 409
439 415 312 421 400 414 413 412 409

100% 99.0% 75.6% 100% 92.0% 100% 99.5% 100% 100%
214 197 209 207 209 208 210 208 203
214 195 158 207 193 208 209 208 203

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

3 Current status of waste and recycling

3 Current status of waste and recycling①Trends in general waste volume

Total waste volume and per capita daily waste volume fell slightly after the second oil crisis in 1979, butbegan rising rapidly from roughly 1985. From 1990 they leveled off or increased slightly, but began fallingfrom 2001. In 2017 the total amount of waste was 42.89 million tons. The total amount of recycled waste in2017 was 8.79 million tons. The ratio of total waste which was recycled has grown tremendously, from 5.3% in1990 to 20.3% in 2017.

Total waste volume（million tons/year）

6,000

1,200

Total waste volume
Per capita daily waste
Per capita daily waste（including foreigners）

5,500

1,100

1,033
5,000

994
4,811
4,625

4,500

4,000

2008

2009

976

4,536

2010

976

979

972

4,543

964
4,523

958
4,487

2011

2012

2013

963
947
4,432

2014

1,000
954
939
4,398

2015

942

938

925
4,317

4,289

2016

920

900

800

2017（Year）

Per capita daily waste volume（grams/person/day）●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 at the same level since the 1990s at

approximately 400 million tons.

Total industrial waste volume（million tons）●Industrial waste volume
450

400

404

390

386

2009

2010

381

379

385

2011

2012

2013

393

391

387

384

2014

2015

2016

2017

350

300

250

200

2008

（Year）

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

17

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector③ Remaining lifespans and remaining capacities of general and industrial waste
final disposal sites

As of the end of 2017 there were 1,651 general waste final disposal sites in Japan with a remaining capacityof 102.87 million m3. The average remaining lifespan was 21.8 years. The remaining capacity remains roughlysame level, while the remaining lifespan is increasing.
The remaining capacity of industrial waste final disposal sites as of the end of 2016 was 167.77 million m3,
0.41 million m3 more than the previous year. The average nationwide remaining lifespan is 17.0 years. Slight
improvements are being made, but the remaining lifespan in the Tokyo area is 5.6 years, and remaining
capacities are particularly low for major metropolitan areas.
●Remaining lifespans and remaining capacities of final disposal sites (general waste)
25

350
21.8

Remaining capacity（million ㎥）

18.0

18.7

19.3

18.9

19.7

19.3

20.1

20.4

20.5
20

250
Remaining capacity
Remaining lifespan

200

15

150
122

116

10
114

100

111

112

107

106

104

100

103
5

Remaining lifespan（years）

300

50
0

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

0

（Year）

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

400

16.0

Remaining capacity
Remaining lifespan

Remaining capacity（million ㎥）

13.2

250

16
14

13.9

13.6

17
15

14.7

14.9

300

17.0

13
12
11
10

10.6

200

9
8

8.5

7

150

6
5

100

4
3

50

Remaining lifespan（years）

350

16.6

2
1

0

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

0

（Year）

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

3 Current status of waste and recycling④Trends in number of incidents of illegal dumping, etc., and amount dumped

155 incidents of illegal dumping of industrial waste, a total of 157,000 tons of waste, were discovered in 2018,

along with 148 incidents of improper disposal (52,000 tons). Newly discovered cases of illegal dumping
decreased considerably and steady results are being observed. Regarding improper disposal, new incidents
were discovered in 2018; thus, elimination thereof has not yet been achieved.
1,400

140.0

●Number of incidents of illegal dumping of industrial waste and amount dumped

1,200

1,150
1,150

1,049

Numberof dumping
incidents
Numberof dumping
incidents

1,000
1,000

855

800
800

1,049

679

600

934

1,027

934

719

100.0

80.0

673

74.5
673
Gifu City incident
Gifu City incident

43.3
40.8 42.4
40.3
43.3

44.4

40.8 42.4

21.9

21.9

Kuwana City
382
incident

41.1

31.8

24.2

Numazu382
City 5.8
incident
Numazu City

5.8

Hino-cho,

Shiga Prefecture
Koka City,
Tenri City,
40.0
308Hino-cho,
Shiga
Prefecture incident
Nara Prefecture
incident 20.4
Koka City, Shiga Prefecture
Tenri City,
1.4
279
308
incident
incident
Shiga Prefecture incident
Nara Prefecture
20.4
Chiba City 279
1.4
incident
14.7incident
13.1
Chiba City incident
216
14.7
13.1
incident
192 187
1.1
20.3216

17.2
17.8

60.0

Tado-cho,
Kuwana City
Tado-cho, incident

558
41.1

40.3

24.2

554
558

56.7

56.7

31.8

00

894

554

400

200

100.0

894

719

44.4

200

120.0

74.5

600

400

1,027

855

679

120.0

Amount dumped
Number of incidents

1,197

1,200

140.0

Amount dumped
Number of incidents

1,197

Amount dumped（1,000 tons）

1,400

20.7
20.7
17.8

1.1
17.2

13.1

13.1
10.2

12.0

192 187

20.3

159

10.2

12.014.4

6.2
5.7 14.46.2 5.75.3 4.4 5.3
2.9
4.8
4.8

159

165 16.6

165 16.6
163

1.9 143
1.9 143
4.4 2.9 131
2.9
2.9
2.7 3.6

15.7

163
20.0 15.7

155

155

131
2.7

2.6

60.0

40.0

20.0

3.6
0

2.6

1995
1997
1998
1999
200020002001 2001
2002 2002
2003 200420082009
20102009
20112010
2012 20112013 20122014 20152018
19951996
1996
1997
1998
1999
2003 2005
20042006
20052007
2006
2007
2008
2013 2016
20142017
2015
2016 2017 2018（Year）（Year）
Note)
Note)
1. The number of incidents of illegal dumping and the amount of illegally dumped waste were calculated based on incidents of illegal dumping of 10t or more
1. 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 specialof industrial
waste
per incident identified by the governments of prefectures and designated cities (as well as all incidents of illegal dumping of special
controlledindustrial
waste).
controlledwaste).
2. Withregards industrial
to the whiteareas of the bar graph, the incidents discovered in Gifu City in 2003 and in Numazu City in 2004 took place over multiple
2.
With regards
the whiteareasof the ofbarmajorgraph,
the incidents
in Gifu
City
in 2003years.
and inNumazuCityofinthe
2004
took place over multiple
precedingyears, toresultingin thediscoveries
volumesof illegallydiscovered
dumped waste
in therespective
The
white area
bar graph
preceding years,
in theof major
volumeswhichof illegally
dumped inwaste
therespective
years.
The
the barbar graphcorresponding
to theresulting
2006 Chiba
Citydiscoveries
incident indicatesan incident
was discovered
1998inbut
wasreported in
2006.
Thewhitewhite area
area ofof thegraphcorresponding
2008Chiba
Tado-cho,
Kuwana City
incidentan
indicates
incident
which
was discoveredin but2006
butreported
was reported
in 2008.
corresponding
to tothethe2006
City incident
indicates
incidentanwhichwasdiscoveredin 1998
wasin 2006.
TheThewhite area of the bar
white
area
of the bar graphto the 2010
Hino-cho,Prefecture
incident
indicates
an incident
which wasin
discoveredin was2009
but was in 2008. The
graphcorresponding
to corresponding
the 2008 Tado-cho,
KuwanaCity Shiga
incident
indicates
an incident
which
was discovered
2006 butreportedreportedin 2010.
white areaof the bar graph corresponding to the 2010 Hino-cho, Shiga Prefecture incident indicates an incident which was discovered in 2009 but was
Asreported
for 2015,
inincidents
2010. of Koka city, Shiga Prefecture and Ube City, Yamaguchi Prefecture, and Kuji City, Iwate Prefecture are reported as major incident.
3. Theacid incidents
pitch were ofnotincludedthis study
and areandcoveredAssulfuric
for 2015,
Koka
city,inShiga
Prefecture
Ube separately.
City, Yamaguchi Prefecture, and Kuji City, Iwate Prefecture are reported as major incident.
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
3.
The sulfuric acid pitch were not included in this study and are covered separately.
was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
4.
Ferosilt
dumping
incidentsinwere
not includedin this study.
tons ofFerosilt
were soldinandused
as locations.
backfilling material since August 2001, but it
Illegaldumping
was confirmed
45 locationsin 4 prefectures,and720,000
Ferosilt removalhasbeen completed
all ofthese

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 are
dumpingwaslocations in 4 prefectures, and Ferosilt removal has been completed in all of these locations.
* Amounts
rounded,so confirmed
totals may in
not45
match.
* Amounts are rounded, so totals may not match.

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

19

80.0

0

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

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector
1 Promotion of global warming countermeasures（1）Transport sector countermeasures
The amount of carbon dioxide emitted by the transport sector in 2017 was 4.9% greater than the amountemitted in 2013, but emissions volume has been decreasing since 2001. In order to ensure that this decrease
continues steadily, the MLIT is promoting comprehensive measures such as automobile and road traffic
measures, logistics efficiency improvements, and promoting the use of public transport.

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

* Development of arterial road
networks such as ring roads,
grade separation of intersections* Develop bicycle friendly environments* Promotion of ITS, etc.

Measures for individualvehiclesEnvironmental considerationin driving

Measures for traﬃc ﬂow

Vehicle and road traﬃc measures

Other

Enhancing energy
eﬃciency
in railroads,
ship andaviation

Create transport systems
with minimal environmental impact

Optimizing
logistics* Improve eﬃcency of truck transport* Modal shift to railway and ship
* Reduce overland transport distance ofinternationally shipped container cargo* Promote energy conservation in the port area, introductionof the facilitation and utilization of renewable energy

Promoting the useof publictransport, etc* Improve the convenienceof railway and bus usage* Promote ecologicalcommutingSource: MLIT (Tentative Translated by Eco-Mo Foundation)20

1 Promotion of global warming countermeasures①Promotion of individual automobile measures

The automobile sector accounts for a large share of the energy consumed by the transport sector, so

individual automobile measures have been implemented, including further improving fuel efficiency throughthe world’s leading fuel efficiency technologies and measures to promote the use of automobiles with superiorfuel efficiency and the use of clean energy vehicles.

■Fuel efficiency improvements through Top Runner Standards○The Energy Saving Act and fuel efficiency standards (Top Runner Standards)

Improving automobile fuel efficiency is extremely important to reduce automobile CO 2 emissions andpromote global warming countermeasures. In order to promote the improvement of automobile fuel efficiency,
fuel efficiency standards (Top Runner Standards* ) have been established based on the Act on the Rational
Use of Energy (Energy Saving Act).
As a result, automobile manufacturing industry members (automobile manufacturers and importers) are
required to improve fuel efficiency performance such that the average fuel efficiency of vehicles sold(determined by taking the weighted harmonic average of automobile fuel efficiency values) does not fall below
standards set for each company based on their vehicle sales composition. Furthermore, it requires that they
post fuel efficiency related information so that automobile users can select automobiles with superior fuelefficiency, and the fuel efficiency values are listed in the product catalogs of individual automobiles.
* Top Runner Standards: Standards based on the currently commercially available automobiles with thehighest fuel efficiencies, taking into consideration future technological advances○Fuel efficiency standards
In March 1999 fuel efficiency standards for 2010 were formulated for passenger cars and small trucks,
based on the Top Runner Standards concept.
In March 2006 the world’s first heavy duty vehicle (truck, bus, etc.) fuel efficiency standards were
formulated, with a target year of 2015.
In July 2007 new fuel efficiency standards were formulated for passenger cars. These new standards aimed
for a 23.5% improvement in fuel efficiency (versus 2004) for passenger cars by 2015.
In March 2013 new fuel efficiency standards were created for passenger cars, aimed at 2020, requiring fuelefficiency to be improved by 24.1% versus actual 2009 figures, assuming a shipped vehicle composition
equivalent to that of 2009. Furthermore, in July 2015 fuel efficiency standards for 2022 were formulated forsmall trucks, based on the assumption of equivalent shipment volume as in 2012, requiring them to be 26.1%
more fuel efficient than vehicles sold in 2012 (based on actual 2012 vehicle fuel efficiency).
In March 2019, fuel efficiency standards for 2025 were formulated for heavy duty vehicles (trucks, buses,etc.), based on the assumption of equivalent shipment volume ratio as in 2014, requiring them to be 13.5%
more fuel efficient than 2015 standards.
○New fuel efficiency test method
In conjunction with the new 2015 fuel efficiency standards, the method for testing fuel efficiency was revised
to more closely approximate actual driving conditions. In the past, 10-15 mode driving was used to test fuelefficiency, but this was changed to JC08 mode driving.
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.
21

～12651266
1516（車両重量㎏）
貨物車 構造Ａ 構造Ｂ ～1515 ～1765 1766～
構造Ａ 構造Ｂ ～1515 ～1765【小型バス（乗車定員11人以上かつ車両総重量3.5t以下の乗用自動車）】
目標年度：２０１５年度 測定方法：ＪＣ０８モード
燃費基準値
15.1
14.5
12.6
12.3
10.8
9.9
ＡＴ
燃費基準値
（km/L）ガソリン 15.1
区分 （燃料）
軽油 14.5
12.6
12.3
10.8
9.9
ＡＴ
（km/L）
燃費基準値
燃費基準値
12.5
17.7
17.4
14.6
14.1
ＭＴ
9.7
燃費基準値
（km/L） 8.5
12.5
17.7
17.4
14.6
14.1
ＭＴ （km/L）
Ⅲ．Measures（km/L） in Response to Major Environmental Problems of the Transport Sector【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】 目標年度：２０１５年度 測定方法：ＪＣ０８モード【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）】
測定方法：重量車モード【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】
目標年度：２０１５年度
測定方法：ＪＣ０８モード
The
World Light Vehicle 軽貨物車
Test Procedure目標年度：２０１５年度(WLPT) was establishedat the UNECE World Forum for
区分 区分
軽貨物車
～740 741
856
3.5～8 8～10 10～12
12～14
14～ 971～
区分（車両重量㎏）（車両総重量ｔ）
～740
741
856
971～
～855
～970
Harmonization（車両重量㎏） of Vehicle Regulations (WP29), held in March 2014. In October 2016 Japan added WLTP to
燃費基準値
～970
20.3
構造Ａ
ＭＴ
6.97
6.30 23.2
5.77 ～855
5.14
4.23（km/L）
20.3
構造Ａ as a method
ＭＴ
23.2
18.9
燃費基準値（km/L）
ＡＴ
20.9of testing
19.6
JC08
Mode
exhaustgas emissions and fuel efficiency for passenger vehicles.
燃費基準値（km/L）
ＡＴ
20.9
19.6
構造Ｂ
ＭＴ
18.2
18.0
17.2 18.9 16.4
【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
構造Ｂ
ＭＴ
18.2
18.0
17.2
16.4
燃費基準値（km/L）
ＡＴ
16.4
16.0
15.4
14.7
燃費基準値（km/L）
ＡＴ
16.4
16.0
15.4
14.7
区分
3.5～6 6～8 8～10 10～12 12～14 14～16 16～
軽量貨物車（車両総重量ｔ）
区分（車両重量㎏）
燃費基準値～1080軽量貨物車
1081
1196～

9.04vehicles
6.52 ～1080
6.37 1081
5.70 1196～
5.21●Passenger
区分（車両重量㎏）～1195（km/L）

4.06

3.57～119517.1 vehicles, and LP gas passenger vehicles (with occupancies less than 10 people or total vehicle
ＭＴ燃費基準値（km/L）
18.5 passenger[Gasoline
passenger vehicles, diesel
ＭＴ燃費基準値（km/L）
18.5
ＡＴ燃費基準値（km/L）
17.4
15.8 17.1 14.7
weightof
3.5tonor
less)andminibus(passenger
vehicles with occupancies of 11 or more and total vehicle weight of 3.5t or less)] Target year: 2020
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
【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Measurement
method:
JC08
mode
or
WLTC
mode中量貨物車（ガソリン）
乗用自動車）】目標年度：２０２０年度
測定方法：ＪＣ０８モード
区分
中量貨物車（ガソリン）
～1310
1311
1421
1531
1651 1421
1761 1531
1871～1651
Category
区分
856
971
1081
1196
1311
1761
1871
1991
2101
2271～
区分 ～740 741（車両重量㎏）～1310 1311
1421
1531
1651
1761
1871～
～1650 ～1420～1760 ～1530～1870 ～1650(Totalvehicle weight(kg))（車両重量㎏）（車両重量㎏）～855 ～970 ～1420～1080 ～1530～1195 ～1310～1760 ～1870 ～1990 ～2100 ～2270～1420 ～1530 ～1650～1760 ～1870
14.2
構造Ａ
ＭＴ
燃費基準値
Fuel
efficiency
14.2 12.719.0
構造Ａ
ＭＴ
燃費基準値（km/L）
ＡＴ
24.6
24.5 13.3
23.7
23.4
21.8
20.3
17.6
16.5
15.4
14.4
13.5
12.7
11.9
10.6
standard(km/L)（km/L）
燃費基準値（km/L）
ＡＴ
13.3
9.7
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0 12.7 9.8
9.7
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0
9.8
燃費基準値（km/L）
ＡＴ
10.9
9.8
9.6
9.4
9.1
8.8
8.5
燃費基準値（km/L）
ＡＴ
10.9
9.8
9.6
9.4
9.1
8.8 8.9 8.5
構造Ｂ２
ＭＴ
11.2
10.2
9.9
9.7
9.3
[Fixed-routebuses (automobiles
or more 9.7
and with 9.3
a total vehicle
weight in excess of 3.5 tons)] Target year: 2025 Measurement method: JH25 mode
構造Ｂ２
ＭＴ
11.2
10.2
7.9 8.9燃費基準値（km/L）
ＡＴ with
10.5capacities
9.7 of 109.9
8.9
8.6
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
Category
中量貨物車（軽油）(Total vehicle weight (kg))
区分
中量貨物車（軽油）～1420 1421
1531
1651
1761
1871
1991
2101～
Fuel efficiency
区分（車両重量㎏）～1420 1421
～1530 1531
～1650 1651
～1760 1761
～1870 1871
～1990 1991
～2100 2101～
standard （車両重量㎏）(km/L)
～1650
～1760
～1870
～1990
～2100
構造Ａ又は構造Ｂ１
ＭＴ
14.5 ～1530
14.1
13.8
13.6
13.3
12.8
12.3
11.7
構造Ａ又は構造Ｂ１
ＭＴ
14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
燃費基準値（km/L）
ＡＴ
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
[Generalbuses (automobilesof 10 or11.5
more and11.3
with a total
in excessof 3.5 tons)] Target year: 2025 Measurement method: JH25 mode
燃費基準値（km/L）
ＡＴwith capacities
13.1
12.8
11.0
10.8
9.4
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0 vehicle
11.3weight10.3
11.2
11.1
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
Category
燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
(Totalvehicle weight (kg))（注）
Fuel efficiency（注）
軽貨物車・・・軽自動車である貨物自動車
standard (km/L)
Source: MLIT (Tentative Translated by Eco-Mo Foundation)
軽貨物車・・・軽自動車である貨物自動車
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①最大積載量を車両総重量で除した値が0.3以下となるもの。
①最大積載量を車両総重量で除した値が0.3以下となるもの。
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③運転車室の前方に原動機を有するもの。
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
●Trucks/Freightvehicles
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
[Gasoline
freight vehicles and diesel freight vehicles (total vehicle weightof 3.5t or less)] Target測定方法：ＪＣ０８モード
year: 2022 Measurement method: JC08 mode or WLTC mode
【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】
目標年度：２０２２年度【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】 目標年度：２０２２年度 測定方法：ＪＣ０８モード～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101～
Category
区分～740 741～855 856～970 971(Total（車両重量㎏）
vehicleweight (kg))
区分～1080 1081
～1195 1196
～1310 1311
～1420 1421
～1530 1531
～1650 1651
～1760 1761
～1870 1871
～1990 1991
～2100 2101～（車両重量㎏）～855～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100
Structure
A
構造Ａ
16.9
28.1
25.0
22.7
20.8
18.5
構造Ａ
Fuel
efficiency
standard (km/L)
燃費基準値（km/L）
16.9
28.1
25.0
22.7
20.8
18.5
燃費基準値（km/L）
11
構造Ｂ B
Structure
ＭＴ
21.0
20.4
19.9
19.4
16.7
15.1
13.9
12.9
12.1
11.5
11 10.2
構造Ｂ
21.0
20.4
19.9
19.4
16.7
15.1
13.9
12.9
12.1
11.5
Fuel
efficiency
standard (km/L) ＭＴ
燃費基準値（km/L）
ＡＴ
20.4
19.8
19.2
18.7
16.3
14.7
13.5
12.5
11.7
11.1
10.6
燃費基準値（km/L）
10.2 14.6
ＡＴ
20.4
19.8
19.2
18.7
16.3
14.7
13.5
12.5
11.7
11.1
10.6
ディーゼル構造Ｂ
Diesel structure B
ＭＴ
16.8
15.9
15.2
ディーゼル構造Ｂ
16.8
15.9
15.2
Fuel
efficiency standard (km/L) ＭＴ
燃費基準値（km/L）
ＡＴ
14
13.7
13.5
13.3 14.6 13
燃費基準値（km/L）
ＡＴ
14
13.7
13.5
13.3
13

(Note)（注）
Structure
A: Vehicles with structures matching ① , ② , or ③ below.
（注）
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①
Maximum carrying capacity divided by total vehicle weight is 0.3 or less.
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①最大積載量を車両総重量で除した値が0.3以下となるもの。
The same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle by②②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、①最大積載量を車両総重量で除した値が0.3以下となるもの。
a当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
fixed roof, window glass, or other partition.
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③③運転車室の前方に原動機を有するもの。
Thereis an engine in front of the driving cabin.
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
Structure
B: Vehicles to which none of the above apply.
構造Ｂ・・・構造Ａ以外のものをいう。

【トラック等（車両総重量3.5ｔ超の貨物自動車）】 目標年度：２０１５年度 測定方法：重量車モード[Trucks,etc.
(freight vehicles with total vehicle目標年度：２０１５年度
weights exceeding 3.5t)]
Target year: 2015 Measurement method: Heavy duty vehicle mode
【トラック等（車両総重量3.5ｔ超の貨物自動車）】
測定方法：重量車モード
区分
3.5～7.5
区分
Category（車両総重量ｔ）
7.5～8
8～10
10～12 12～14 14～16 16～20 20～
3.5～7.5(totalvehicle weight (t))（車両総重量ｔ）
7.5～8 8～10 10～12 12～14 14～16 16～20 20～（最大積載量t）～1.5 1.5～2
2～3
3～(Maximumcarrying capacity t) ～1.5 1.5～2（最大積載量t）
2～3
3～
燃費基準値
10.83
10.35
9.51
8.12
7.24
6.52
6.00
5.69
4.97
4.15
4.04
燃費基準値
Fuel efficiency（km/L）standard 10.83
10.35
9.51
8.12
7.24
6.52
6.00
5.69
4.97
4.15
4.04
（km/L）(km/L)【トラクタ（車両総重量3.5ｔ超の貨物自動車）】【トラクタ（車両総重量3.5ｔ超の貨物自動車）】区分（車両総重量ｔ）～2020～Category（車両総重量ｔ）(total 燃費基準値
vehicle weight (t))
3.09
2.01
燃費基準値
（km/L）
3.09
2.01
Fuel efficiency（km/L）standard

目標年度：２０１５年度
目標年度：２０１５年度

測定方法：重量車モード
測定方法：重量車モード

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

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

22

1 Promotion of global warming countermeasures■Measures for developing and promoting the next-generation vehicles

Because Japan’s overall CO2 emissions, the transport sector occupies around 20% and around 90% of that isemissions from automobiles, the raising of fuel efficiency and emission performance in automobiles is
extremely important.
In order to promote environmental conservation, starting with the reduction of CO2 emissions, Japan’s
government designates electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, hybrid vehicles, clean diesel
vehicles and natural gas vehicles as“the next-generation vehicles”and is planning for their promotion.
Due to this, along with raising fuel efficiency through the establishment of standards and harmonizing
international technical standards, measures are being carried out to encourage the promotion of the nextgeneration vehicles, beginning with tax benefits and support systems.
Specifically, by establishing fuel efficiency standards based on the Energy Saving Act and requiring
automobile manufacturers to meet such standards, the promotion of highly fuel efficient automobiles, including
the next-generation vehicles, is being encouraged. Also, Japan is taking the lead in establishing international
standards for the next-generation vehicles, and this is expected to help expand such electric technologies aselectric cars and fuel cell vehicles, improve Japan’s automobile safety and environmental performance andstrengthen the ability of international competition.
Furthermore, a tax benefits system for automobiles with excellent environmental performance, including
the next-generation vehicles, is being established and eco-car tax reductions for greater environmental
performance that exempt motor vehicle tonnage tax are being enforced in order to encourage promotion.
Examples of automobile taxes (Motor vehicle tonnage tax, light vehicle tax) *As of October 2019
Passenger cars
Eco-car tax
reductions(motor vehicle
tonnage tax)

Green tax
provision(vehicle tax/
light vehicle
tax)

2019 /
2020

Motor vehicle
tonnage tax

2019 /
2020
Cars *3
Light vehicles *3

Achieved+10%

Heavy duty vehicles

2020 fuel eﬃciency standard
+20%

▲25%

+30%

▲50%

+40%

Tax exempt

Tax exempt *22020 fuel eﬃciency standard
Achieved
Outside scope

+10%

+20%

+30%

▲50%
▲25%

EVs, etc.
*1+90%EVs, etc.
*1
▲75%

▲50%

2015 fuel eﬃciency standard

2019 /
2020

No Achieved Achieved

+5%

+10%

Motor vehicle
tonnage tax

Outside scope

▲50％

Tax
Tax
▲75％ exempt exempt *2

2019 / 2020

Heavy duty vehicles+15%EVs, etc.
*1

EVs, etc. *1
▲75%

▲75%

*1 "EVs, etc.” refers to electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, natural gas vehicles, and clean diesel passenger vehicles. In the case of light vehicle tax green tax provisions for light vehicle tax, it refers
to electric vehicles, fuel cell vehicles, and natural gas vehicles. In the case of heavy duty vehicles, it refers to electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, and natural gas vehicles.
*2 Tax exemptions apply to initial and subsequent inspections as well.
*3 For passenger vehicles and light vehicles, from 2021 onwards this will apply only to EVs, etc.

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

In addition, for the next-generation vehicles, such as electric vehicles and plug-in hybrid vehicles that areused for commercial purposes, including buses, taxis and trucks, partial support for vehicle prices when they
are introduced is being carried out.
In particular, in regard to ultra-small electric mobility vehicles that are compact, agile, exceptionallyenvironmentally performative, are an easy means for moving around local areas, and are for around one totwo passengers, the revising of the certification system was carried out in January 2018. Also, in May of thesame year a collection was publicly announced that includes a roadmap aiming for full-scale promotion andmass production at the“Seminar for Ultra-Small Mobility Vehicles Coexisting with the Local Area”.

23

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

Up to 2017

Roadmap for the Promotion of Ultra-Small Mobility Vehicles
Phase

2018

2019
Promotion & awareness raising

Work towards promotion

SafetyVehicle safety

In view of the vehicleʼs small size and its
usage over short distances at slower speeds,
easing of safety standard applications, in
response to the vehiclesʼ top speed, classand form of usage, will be examined at theCommittee for Vehicle Safety Measures by
the beginning of 2019.

Examination of vehicle
safety measures

Vehicle development
Price, performance, etc

Based on the vehicle needs requiredby each usage aspect and the statusof vehicle safety measures, aim tobring down the price of vehicles andraise their performance andcomfortability.

(Vehicle development)

Surrounding environment
Charging environment
Related systems (parking
environment, insurance
systems, etc)

In order to ensure an environment
where charging can take place safely,
aim to propagate“ Charging Facility
Construction Guidelines” by the
beginning of 2019.

OthersBusiness management
Financial support

Share information on successful
examples related to proﬁtability
secureness in business management.
Through ﬁnancial support that
contributes to reduction of initial costs,
work to control operational risks.

2020~
Environment
set up

Discuss at the Committee
for Vehicle Safety Measures

Examination for realization

Massproduction

Setup and examination ofCharging Facility
Construction Guidelines(Examination based upon the status of promotion)

Sharing examples that contribute toappropriate business management
Enforcement of a subsidy system and tax breaksystem(May 2018) Committee summary

Source: MLIT (Tentative Translated by Eco-Mo Foundation)②Promotion of environmentally friendly automobile usage“ E c o - d r i v i n g ” h a s b e e n p o s i t i o n e d a s a n ●10 Tips for Eco-driving

environmentally friendly automobile usage
promotion measure. The Eco-Drive Promotion

10 Tips for Eco-driving

Liaison Committee (National Police Agency (NPA),
METI, MLIT, and MOE) formulated the “EcoDriving Dissemination and Promotion Action Plan”,

Eco-driving consists of driving techniques and mentalities that conserve fuel, reduce CO2
emissions, and help prevent global warming. Eco-driving also helps reduce traﬃc
accidents. Fuel-eﬃcient driving is not only gentle on the wallet, but is also safer, putting
passengers at ease. Collected driving at ease, with plenty of time to spare, is also a formof eco-driving. Eco-driving is something that anyone can start doing right away. Littlechanges to your driving mentality and habits can improve your driving and create a better
society. Let's start eco-driving, beginning with the basics you can immediately put into

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

Check the readings on your fueleﬃciency-monitoring equipment.

Donʼ t warm up or idle your engine.

Accelerate gently.

Plan your itinerary to avoid congested
routes.

efforts. These recommendations were revised in
January 2020.

Maintain a steady speed and keep
your distance.

Slow down by releasing theaccelerator.

Make appropriate use of your air
conditioner.

Check your tire pressure regularly.

Reduce your load.

Respect parking rules and regulations.

Source: The Eco-Drive Promotion Liaison Commitee24

1 Promotion of global warming countermeasures

ColumnDefinition of the levels and thestatus of initiatives regarding autonomous driving

In recent years, owing to technological innovation, initiatives toward autonomous driving are making
headway and attention is being focused on the trends.
In“Public Private ITS Initiative/Roadmaps 2017,”the Japanese government adopted the definitionof SAE International’s J3016 (September, 2016) as the definition for the levels of autonomous driving.
●Summary of the definition of autonomous driving (J3016)
Level

Summary

Main respondent tosurveillance for safe
driving

Driver carries out all or part of the driving tasks
SAE Level 0
No automatic driving

・The driver carries out all of the driving tasks

Driver

SAE Level 1
Driver assistance・The system carries out the driving subtask of either
front/back or left/right vehicle control

Driver

SAE Level 2
Partial automatic driving

・The system carries out the driving subtask of both
front/back and left/right vehicle control

DriverAutonomous driving system carries out all of the driving tasks
SAE Level 3
Conditional automatic
driving・T he system carries out all driving tasks (within
designated domain)・If continuous operation is difficult, the driver is
expected to respond appropriately to the system’s
requests for intervention

System(Driver, whencontinuous operation
is difficult)

SAE Level 4
Advanced automatic
driving・The system carries out all driving tasks (within thedesignated domain)・If continuous operation is difficult, the user is notexpected to respond.

System

SAE Level 5
Complete automatic
driving・The system carries out all driving tasks (not limited
to the designated domain)・If continuous operation is difficult, the user is notexpected to respond.

SystemSource: Home page of Prime Minister of Japan and the Cabinet(Tentative Translated by Eco-Mo Foundation)

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

25●Example of a bus-type vehicle

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

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“High
fuel efficient tire promotion related labeling guidelines (labeling system)”in order to promote the useof 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 (%)

Unit (N/kN)
Wet grip performance（G）

Grade

Rolling resistance coefficient

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)●Example of Eco-tires LavelingIn 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)

Source: The Japan Automobile Tire Manufacturers Association(Tentative Translated by Eco-Mo Foundation)26

1 Promotion of global warming countermeasures③Promotion of traffic flow measures

Smoother traffic flow increases driving speeds, which in turn produces greater effective fuel efficiency andreduces carbon dioxide emissions from vehicles. MLIT is implementing various traffic flow measures.
Specifically, 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,
Also, in order to continue environmental development for encouraging bicycle usage and reducing the carbon
footprint of road facilities, LED road lighting is being installed.

■Strengthening the efficiency of distribution networks

In order to realize fast and smooth freight distribution, strengthen competitiveness on the world stage, andease traffic congestion, the ring highways around Tokyo, Osaka and Nagoya will be intensively developed andthe transport modal links between airports and harbors (distribution modal connect) will be strengthened.
Also, manpower-saving and streamlining of truck transport will be promoted through the introduction of
double-connected trucks and the speed up of passing permission for special vehicles.

■Promoting efforts to smarter use roads with ETC2.0 service

Efforts to use roads more wisely will be promoted, such as pinpointing areas that are congestion bottlenecks

based on scientific analysis of big data that makes use of ETC2.0.

■Development and support of bicycle environments

Promote the development of bicycle by providing bicycle-lanes and encourage a modal transfer fromautomobiles to bicycles.

■Measures for railroad crossings that don’t open most of the time

Push forward the elimination of railroad crossings that don’t open most of the time and congest traffic.

■Reduction of road works

Enforce the reduction of road works through collaborative construction work, concentrated work, and thedevelopment of common ducts.

■Implementing LED road lights

Push forward the implementation of energy-saving LED road lights when the lights are newly constructed

or updated.

■Extending the lifetime of pedestrian overpasses

In order to extend the life of road stock, promote changing from post maintenance management, wherelarge-scale repairs are carried out after damages have become serious, to preventative maintenancemanagement, where repairs are carried out while the damage is still only slight.

27

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector④Improvement of freight distribution efficiency■Creation of sustainable logistics systems through collaboration between freight
owners and logistics operators○Green Logistics Partnership Conference
Promoting the creation of agreener overall logistics system
requires greater collaboration
between freight owners andGreen Logistics Partnership Conference（Facilitator: Takehiko Sugiyama, Chief Director, Express Highway Research
Foundation of Japan Director-General.）Established April 2005

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

logistics operators, and the
expansion of sustainablelogistics systems for global

Members:

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

warming countermeasures
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* Follow-up of subsidiary projects

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

promote mutual understanding of the importance of the Green Logistics and improve coordination between
freight owners and logistics operators, in order to carry out modal shifts and improve truck transport
efficiency.
As part of these activities, the“Joint Guidelines on the
Method for Calculating CO2 Emissions by the Logistics Sector(Ver. 3.1)”(METI, MLIT) were formulated. These guidelines
establish a unified method of calculating carbon dioxide
emissions by the logistics sector, and can be used by bothfreight owners and logistics operators for smoothercollaboration. They make it possible to objectively evaluate theeffectiveness of individual measures. Each year theorganization gathers proposals from its members regarding
specific Green Logistics Partnership implementation projects
in order to promote measures for reducing CO2 emissions.
Particularly successful good practice example projects
involving logistics operators and freight owners engaging in
partnerships to reduce CO2 emissions, to create sustainablelogistics systems for improving productivity, etc. arerecognized by MLIT Minister awards and METI Ministerawards.
(Pamflet of The Joint Guidlines on the Method for
Calculating CO2 Emissions)
Source: Green Logistics Partnership Conference28

1 Promotion of global warming countermeasures■Promotion of modal shift and increased efficiency of freight distribution○Enhanced coastal shipping competitiveness and modal shift to sea transport
The MLIT is engaged in efforts aimed at strengthening
the competitiveness of the coastal shipping industry andpromoting a modal shift to sea transport.
As part of these efforts it is implementing the“Eco-Ship
Modal Shift Project”, which promotes modal shift byselecting companies which contribute to modal shift by using
some degree of sea transport, and permitting thosecompanies to use the Eco-Ship Mark. As part of this project,
the Eco-Ship Modal Shift Project Executive Committee has
implemented an Eco-Ship Mark certification system (theEco-Ship Mark indicates that a company is contributing toenvironmental efforts by using sea transport). As of
February 2020, 158 freight owners and 180 logistics
operators have received Eco-Ship Mark certification. EcoShip Mark certified companies that have made particularly
large contributions are also selected to receive DirectorGeneral, Maritime Bureau, Ministry of Land, Infrastructure,
Transport and Tourism awards.
(Poster of invitation for Eco-Ship Mark certification)
Source: Committee for Implementation of Eco-Ship
Modal Shift Operations

29

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○ Project to encourage transport system carbon ● Project to encourage transport system carbon footprint
reduction and promote usage through facility improvement

footprint reduction and promote usage through◯Supplemented facilities,
etc.

facility improvement
Railroads are essential means of transport in the

Grid power

daily lives and economic activities of the people ofJapan. One of their notable features is that they

Regenerated power
storage device(battery)Transformer Regenerative carriage(acceleration)

Battery

Feeder top/bottom
line integration

have a smaller environmental impact than other

Energy management Construction/

modes of transport. In order to further promotereconstruction ofcarriages expected to
cut CO2 emissions by
40% or more

Station building, etc.

reductions in CO2 emissions by railroads anddevelop circular and ecological economies, theStation building
supplementation
power device

MLIT and the MOE are working together on afacility improvement project aimed at reducing theRegenerative carriage (braking)carbon footprints of transport systems andPower transmission
to network

promoting their use. Through this, they arePower transmission
from network

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

supporting the deployment of state-of-the-art

energy-saving facilities and devices that use energy efficiently.

○“Eco Rail Mark”system promotion and expansion
The“Eco Rail Mark”was established in 2005 to certify
companies and products which are proactively working
to achieve low environmental impact rail freighttransport. By supporting companies and products
certified with the “Eco Rail Mark”, awareness ofenvironmental impact reduction efforts increases, among
freight owner companies such as manufacturers, as well

Source: RFA

as consumers, with the goal of promoting a corresponding
modal shift to rail freight transport. The MLIT and Railway Freight Association (RFA) are striving to further
promote and expand the“Eco Rail Mark”. As of July 26, 2019 there are 185“Eco Rail Mark”productcertifications for 209 products, 92 certified companies, and 36 certified supporting companies.
○Promotion of comprehensive reductions in carbon emissions by ports
Port areas have large concentrations of cargo and ●Comprehensive reductions in carbon emissions
passenger vessels, function as sites of industrial activity

in ports

where land and sea freight distribution systems meet,and produce large amounts of greenhouse gasses.
MLIT is striving to effectively reduce these emissions.
Specifically,“CO2 Emission Source Countermeasures”
are being carried out that include introducing offshore
wind power generation, reducing the carbon footprintof shipping vessels, cargo-handling machinery, trailers
and other transport machinery, and introducing on-land
power supply facilities. In addition,“CO2 Absorption
Source Countermeasures”are also being encouraged
through use of blue carbon ecosystems (marine forests,
30

Steel works
Development of rules forencouraging offshore wind
power generation

Cement factory
Development of marine
forests and tidal flatsthat effectively use
dredge soil and slag

Cargohandlingmachiner

Effective use of industrial waste(biomass power generation, etc)

Biomass power generation
Recycling of industrial waste(slags, coal ash, etc)

Electric transfer
cranesMarine forests
Scrap metal
Disaster waste(wood waste, etc)

Eelgrass bed

Energy saving, carbon footprint reducing andstreamlining of port and distribution activities(hydrogenation, complete-electrification, etc)

On-land power
supply facilities
LNG fuel ships

Internationalization andwidening of recyclable
resource transporting

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

1 Promotion of global warming countermeasuresetc) that effectively use industrial by-product such as steel slag. By promoting these efforts, the realization of aworld-first“carbon-free port”is being aimed for.
○With regards to the partial revision of the Act on Advancement of Integration and Streamlining of Freight
Distribution Business (Distribution Integration Efficiency Act), in order to increase distribution efficiency andreduce environmental impact, plans have been approved for a project aimed at integrating and improving theefficiency of advanced freight distribution facilities with a specified minimum scale (specified freight
distribution operation facilities) and other facilities. Roughly 300 projects have been approved since theestablishment of“Distribution Integration Efficiency Act”on October 1, 2005.
On October 1, 2016, a revision to the Act was enacted, requiring two or more parties to collaborate during
the implementation of projects. This revision was enacted in response to labor shortages in the distribution
field, with the aim of expanding modal shifts among support recipients and measures which do not requirejoint delivery, etc., specified distribution operation facilities.
Based on this, as of the end of December, 2019, 194 diverse projects, including modal shifts, joint delivery,and special freight distribution operation facility wait time reduction, have been approved, and measures havebeen implemented to achieve freight distribution labor savings, improve freight distribution efficiency, andreduce environmental impact. On April 16, 2019, approval was given for the first time in Japan for an
initiative, carried out by Sagawa Express and JR Hokkaido, for consolidated transport of passengers andfreight combining multiple passenger transport modes (rail and taxis).

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

Example of Freight Distribution Integration Efficiency Act approval

Revision enacted October 1, 2016

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

Objectives

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

Gunma Prefecture
manufacturer’s
factory

Afterconversion

Gunma Prefecture
manufacturer’s
factory→Corporate tax: 10% additional depreciation deduction (5 years)→Fixed property tax: 1/2 taxation base (5 years), etc.

• Consideration of facility location restrictions, etc.

→Consideration for permission to perform development in urbanization
control areas

Unmannedsea transport

Locationsin Kyushu

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

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

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

Locationsin Kyushu
Oita Port

Overview of system

Beforeconversion

Shimizu Port

• Secure labor required for freight distribution operations• Reduce environmental impact,etc(operated by Company B)① Office makes unloading timeand berth reservations bycomputer by the day before
the reservation

Company A③ Office confirms reservations forthe following day④ Work plans are created basedon reservations

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

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

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

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

31

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Promotion of the Green Management Certification System

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

トラック運送事業におけるグリーン経営推進マニュアル

約

約
1.5〜3.4

2017年4月(Poster of Green Management Certification System)

32(Manual of the Green Management Certification System)

1 Promotion of global warming countermeasures⑤Promotion of usage of public transport

Creating new railroad lines and new transport systems, and making rail and bus transport more convenient,contribute a shift in passenger transport from private cars to public transport, which has less of anenvironmental impact. This leads to reductions in automobile CO2 emissions, so various measures are being
implemented in order to achieve this shift.

■Establishment of the Basic Act on Transport Policy

The Basic Act on Transport Policy defines the basic philosophy underpinning transport related measuresin order to promote measures necessary for the national government to coordinate closely with local
governments and transport companies in implementing comprehensive and systematic measures from theperspectives of increasing international competitiveness and regional vitality, and ensuring preparedness forlarge-scale disasters. This act applies to the international transport, national transport, and regional transport
which acts as the infrastructure supporting Japan’s economic and social activities. The Basic Transport
Policy Plan which received Cabinet approval on February 13, 2015 stipulates 2014 to 2020 as the planning
period and, based on this Plan, transport policies are being promoted both comprehensively andsystematically.
In addition, the Basic Transport Policy requires Cabinet Decision on the Transport Policy White Paper. The
2019 version of Act on the Transport Policy White Paper was decided on by the Cabinet and reported to theDiet in June 2019.
●Summary of the Basic Transport Policy Plan
Basic Principles(Article 2 〜Article 7)

National Policies (Article 16 〜Article 31)

Basic Awareness (Article 2)○Securing means of daily transport (Article 16) - Consideration for conditions of local regions such as remote islands, etc.
○Smooth mobility for the elderly and the disabled (Article 17) - Consideration for expectant and nursing mothers,
people with baby strollers, etc.
○Improved convenience, facilitation, efficiency of transport (Article 18) - Ensuring of regularity and smoothingof transport transfer processes, etc.

○ Transport functions
・Securing independent living of citizens
・Active inter-regional and international exchange
・Smooth distribution of goods○ Adequate fulfillment of the basic transport demands of citizens｛【Enrichment of citizens' lives】【Reinforcement of international competitiveness】○Formation of international maritime and air transport network and bases, improvement of accessibility (Article 19)【Enhancement of regional vitalization】
Significance of transport-related
measures (Article 3)○ Coping with the declining birthrate andaging population while contributing to:・The enrichment of citizens' lives
・The enhancement of international competitiveness・The enhancement of regional vitalization○ Adequately responding to large-scale disasters

Reduction of environmental impact (Article 4)
Division of roles and cooperation between
various means of transport (Article 5)○Formation of a domestic transport network and bases (Article 20)○Strengthening of foundation of transport-related business and human resource training (Article 21)【Coping with large-scale disasters】○Reduction of transport function declines and acceleration of recovery in the event of a large-scale disaster (Article 22)- Earthquake resistance improvement, securing of alternate means of transport, smooth evacuation of large numbers of people【Reduction of environmental impact】○ Improvement in user-friendliness of eco-cars, modal shift and public transport systems (Article 23)【Appropriate role division and cooperation】○Improvement of comprehensive transport systems (Article 24) - Prioritized improvement with consideration
to transport demand and deterioration due to aging○Promotion of urban development, collaboration with tourism, collaboration and cooperation among relevant
parties(Article 25 to Article 27)○Investigation and research (Article 28)○Development and dissemination of technology (Article 29) - ICT utilization

Securing of transport safety (Article 7)○Establishment of international collaboration and promotion of international cooperation (Article 30) - Overseas development oftransport infrastructure○Reflection of citizens’opinions (Article 31)

Duties of relevant parties in the national government,
local government, and businesses(Article 8〜Article 11)
Collaboration and cooperation between relevant parties(Article 6 and Article 12)
Legislative and financial measures (Article 13)
Annual reporting to the National Diet ("White Paper on Transport Policy") (Article 14)

Formulation and implementation of the Basic Plan on Transport
Policy (Article 15)<Council consultation, Cabinet decision>

Measures by local public agencies (Article 32)

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

33

Items of
special note

Measure objectives

Basic approachSocial and economicchanges addressedby this plan

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector(1) Highly unique regional regeneration amidst rapidly shrinking and aging population(2) Increasing globalization

disasters and deteriorating infrastructure(5) Developments in technological innovation such as

dramatic advances in ICT(4) Global environmental problems(6) Recovery from the Great East Japan Earthquake(3) Imminent large-scale(7) 2020 Tokyo Olympics and Paralympics

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

B. Creation of international and inter-

C. Creation of sustainable,safe, secure transport
infrastructure①Rebuilding of regional transportation
networks coordinated with community
development, such as compact cities②Additional support for diverse transport
services③Greater implementation of barrier-free
eﬀorts④Further improvement of passenger
transport and distribution service levels①Enhancement of the competitivenessof international transport network②Expansion of ﬂow of people and goods
between regions③Cooperation with tourist facilities withaim of reaching 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 infrastructures oftransport related businesses andensuring of stable and safe operation③Securing and training of transportpersonnel④Greater implementation ofenvironmental measures such as
further reductions in carbon emissions
and energy usage<Introduction and implementation of
on-demand transport>
311 cities, towns, and villages → 700
cities, towns, and villages (2020)<Level diﬀerence elimination ratio for
major passenger facilities>[Train stations] 83% →100% (2020)

regional passenger transport anddistribution networks which can serve as
infrastructure for growth and prosperity<Total annual departure and arrival
capabilities of Tokyo-area airports>
717,000 ﬂights → 747,000 ﬂights+ up to 79,000 ﬂights (2020)<Earthquake-prooﬁng of emergency
transport roads and bridges>
79% → 82% (2016)<Railroad freight traﬃc volume(modal shifting-related)>
18.7 billion tons → 22.1 billion tons 2020)* Implement appropriate visualization and perform appropriate follow-up* The national government, local governments, businesses, users, residents, and other related parties bear their own
individual roles and responsibilities, and must coordinate and collaborate with each other* Use technological advances such as ICT, etc., to drive innovation* Implement eﬀorts with focus on 2020 Tokyo Olympics, Paralympics, and beyond

Source: MLIT (Tentative Translated by Eco-Mo Foundation)■Promotion and support for Japanese MaaS

Support is being provided for the creation of the infrastructure needed for verification experiments for the

new mobility service, Mobility as a Service (MaaS), as well as for the widespread use of MaaS, which will help
solve regional issues. The objective of these efforts is to achieve nationwide use of MaaS, secure and enrichtransport in rural areas and tourist destinations, and maintain and invigorate public transport.

Creation of a MaaS model

Creation of infrastructure for the promotion of MaaS

Support for veriﬁcation experiments for new MaaS models that involve coordination withdiverse services and contribute to the solving of local problems

Support for measures essential for widespread use of MaaS

User

Development of new transportation services
and promotion of cashless payment

Data infrastructure creation

Provision as a single service (searching, reservations, payment)
Departure
point

Railroads

AI on-demandtransportation

Share cycles

Sightseeing

Logistics

Buses

Taxis

Car sharing

Destination
point

Green slow
mobility

Ultra-compact
mobility

Autonomous driving

Medicine/welfare

Retail

Uniﬁcation withmobility perposes

Launch of AI on-demand transportation(smart AI mobility)

Introduction of QR code payment, etc.

Data platform

Preparation of system for creation ofdata from transport operators

Widespread use of MaaS at locations nationwide ⇒ Creation of Japanese MaaS
Resolution of local problems（securing and enriching transportation in rural areas and tourist destinations, maintaining and invigorating public transport, etc.）34

1 Promotion of global warming countermeasures■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●Measures for enhancement of services and convenience◆Rail station comprehensive improvement projects
Keikyu Corporation Kanazawa Hakkei Station, Hanshin Electric
Railway/Keifuku Electric Railroad Saiin Station, Sagami Railway
Ebina Station, Tokyu Corporation Ikegami Station, Odakyu Electric
Railway Chuorinkan Station◆City railroad convenience promotion projects
・Speed improvements

improvements to railway stations, andSotetsu/Tokyu through line (Yokohama Hazawa area - Hiyoshi)

implement barrier-free measures in railway
stations, etc.
It is also collaborating with rail operators in the“Eco Rail Campaign”,
promoting the use of rail transport as an handy environmental action.
Support for the establishment of next generation streetcar systems (LRTs*),
which are increasingly in the spotlight, is being provided as part of the
Ministry’s project of“Emergency measures for creating environments to accept
foreign visitors”.
* LRT: Short for“Light Rail Transit”.These next generation streetcar transportsystems use low-floor trams (LRVs), improve their track and stop to(Campaign for eco using railways)
Source: MLIT (Tentative
Translated by Eco-Mo
Foundation)

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

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

Features

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

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

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

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

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

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

Normaltrack

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

䋻

Vibration
control
track

87dB 䋻 76dB

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

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

Height diﬀerence makes
steps necessary

Fukui Ekimae area
Uses embedded tracks
to reduce noise and vibration

Track structure

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

Train

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

Floor heightPrivately
owned car

780mm 䋻 330mm

Minibus
LRT
streetcar

㻝㻤㻤
㻥㻠
㻟㻢

Train can be boarded directly fromplatform, with no height diﬀerence

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

35

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems

In May 2014 a revision to the Basic Act on Transport Policy was issued, and enacted in November of thesame year.
Also, the August 26, 2015, the Revised Act on Revitalization and Rehabilitation of Local Public Transport
Systems and Japan Railway Construction, Transport and Technology Agency Act (Act No. 28 of 2015) createda system for funding, etc., projects for improving certified rail transport, etc.

●Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems
Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems(issued in May 2014)○Revised Act on Vitalization and Rehabilitation of Local Public Transport Systems (issued in May 2014, enacted in November 2014)
Maintain and improve regional societal vigor in the face offull-ﬂedged population reductions

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

Key Points

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

Current situation

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

Diﬀusedurban zones

National government formulates policy, taking
coordination with town planning into consideration

Basic policy①Rebuild with a focus on local goverments②Integrate with community development③rebuild an areawide public transport network■Coordination with town planning in order to produce compact cities■Rebuilding of areawide public transport networks for entire regions
Local public transport reorganization speciﬁc program
Local public transport
reorganization projects

Private cars are theprimary transport mode

Operators, etc., implement with thesupport of local public agencies in orderto rebuild an areawide public transport
network

CentralstationLocal public agencies holdcoordination council upon
consultation with operatorsand formulate plan

Local Public Transport
Network Formation Plan

Local public transport
reorganization
implementation projects

Base area

Tramway
inprovement
project(LRT development)

Rail businessrestructuring
project(Vertical separation)

Implementation
plan

Implementation
plan

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

Blank areas of
public transport
Dividends
Investment, etc.

Japan Railway Construction,
Transport andTechnology Agency

Formation of a circulatory
public transport
network in the core area

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

Goverment

Restructuring of public transport
integrated with community development

Privatecompanies

Financial
institution
etc.

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

Enhancement oftransport
services that link core areas
Hospital

Feeder transport
by community buses

Welfarefacilities
Town oﬃce

Development ofpedestrianspaces and bicycle
usage environments
Location Normalization Plan
Local Public Transport
Network Formation Plan

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

Integration

Successful
cycle

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

(BRT)(IC Card)○ Reviced Act on Vitalization and Rehabilitation of Local Public Transport
Systems and Japan Railway Construction, Transport and Technology
Agency Act（Issued in May 2015, enacted in August 2015）◆Create a system for investment/funding, etc., via the Japan Railway Construction, Transport and Technology Agency by industrial investment in projects aimed at rebuilding
regional public transport networks which have received certiﬁcation from the Minister ofLand, Infrastructure, Transport and Tourism in accordance with the Act on Revitalization
and Rehabilitation of Local Public Transport Systems, and strengthen and diversify
support for this system.

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

1 Promotion of global warming countermeasures■Promotion of eco-commuting
There is a growing demand for a shift in means of transport, from the use of private cars to low carbon
dioxide emission measure, by promoting the use of public transport. In order to promote highly effective
measures which match both user side efforts and transport operator side efforts, a Conference on Promotionof Public Transport was held in March 2005, involving transport operators, members of the business sector,
and members of the government.
In November 2007 the“Eco-commuting Promotion Action Program through the Mobility Management
Project”was adopted to promote conversion from the use of private cars to public transport, bicycles and on
foot for commuting.
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 2019, 757 business sites have been registered.

Shift from automobiles to
eco-friendly means of transportThis approach contributes to the creation of a sustainable society
by helping alleviate traﬃc congestion, promoting the use of public
transport, and improving the health of employees.

Conceptual image

BeforeAfter
Rail stations,etc.

Homes,
company housings,
dorms, etc.

Homes,
company housings,
dorms, etc.

Commutertrains

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

Ride sharing

Homes, etc.

Oﬃces, factories, etc.

Oﬃces,
factories,etc.

Bicycles

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

37

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Low Carbon City Promotion Act
It is important to build up a collection of success cases of rationalization of energy usage and urban andtransport carbon emissions reduction, promotive greater adoption and vitalize the housing market and local
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 Promotion Act was passed by the Diet in September 2012 and enacted in 2012
December of the same year. As of December 2019, 24 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○Walkable community planning(Improvement of sidewalks and bicycle paths, barrier freedesign, etc.)

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

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

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

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

1 Promotion of global warming countermeasures⑥Promotion of Environmentally Sustainable Transport (EST)In order to reduce carbon dioxide emissions by the passenger transport sector, it is important to implement

measures to reduce the excessive dependence on private vehicles, which account for the majority of thesector’s emissions, and promote the use of public transport, etc. It is essential, when doing so, to employ
measures which reflect the local area’s features, and for measures to be driven by the community with thecollaboration of related parties.
In order to achieve this, the MLIT has implemented an“EST ●MLIT website “EST Database”
Model Project”, selecting areas which are implementing leading
efforts at achieving“Environmentally Sustainable Transport(EST)”, and related ministries and agencies collaborate toprovide support in the areas such as promoting the use of public
transport, implementing measures to smooth automobile traffic
flow, promoting the use of low-emission vehicles, and promoting
awareness raising.
Over the three year period projects. Related from 2004 to
2006, 27 areas were selected as EST Model Project areas, andeach area has implemented three year model projects related
ministries and agencies are coordinating with each other,
providing support and making information regarding the resultsof these projects available in order to expand EST to anationwide scale. As part of these efforts, the MLIT website
provides an EST Database with the results of these model

Source: MLIT website

projects, sharing information about how to effectively implement EST activities.

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

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

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

39

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Regional EST Forum in Asia
The motorization that has accompanied economic development and urbanization in Asia has produced
severe social issues such as air pollution. The "Regional EST Forum in Asia" has been held by the United
Nations Centre for Regional Development (UNCRD) and the MOEJ with the aim of achieving Environmentally
Sustainable Transport (EST) in the Asian region. Currently, there are roughly 300 members, both from Japanand other Asian countries, including high level government officials in charge of environmental and transport
agencies, local governments, environmental and transport experts, and Asian and European international
support organizations, ADB and NGOs, etc.
The first Forum was held in August 2005 in Nagoya and attended by a total of 13 Asian countries. Its
objective was to promote EST, then being advanced by the OECD, throughout Asia. To achieve this, it
adopted the "Aichi Declaration," which set out the fundamental philosophy of EST in Asia, the importance oftransport for solving the problems faced by socially vulnerably people and the poor, based on the MDGs thatserved as the basis of SDGs, and formulated a strategic plan and action plan for each country, led by the
UNCRD.
The Forum has been held continuously in Asian countries roughly once a year since then, and the numberof participating countries and attendees has grown. In 2010, the Bangkok Declaration for 2020, which laid out
the targets for the years leading up to 2020, was adopted, promoting EST-related measures in each country.
On the global level, in 2015, the United Nations Headquarters adopted the "2030 Agenda for Sustainable
Development," which set forth 17 international targets, called SDGs. In the same year, the Paris Agreement
on climate change was adopted with the consent of all countries. It aims to create sustainable, rich societies inwhich no one is left behind, while at the same time demanding major changes in societies, which until now
have been predicated on the use of fossil fuels. Against this backdrop, at the 10th Forum held in Vientiane,
Laos, in 2017, the member states adopted the "Vientiane Declaration" which applied the SDG approach to EST.
The 11th Forum was held in 2018 in Ulaanbaatar, Mongolia. Although the Forum was initially focused ontransport, the theme of this Forum was "Sustainable Urban Design and Development - The Role of EST." This
theme was selected because Ulaanbaatar struggles with severe air pollution, so Mongolia wanted to discusstransport issues from the perspective of urban planning, and with the desire of achieving SDG 11. In 2019, the125h Forum was held in Hanoi City, Vietnam. It also had an urban theme, focusing on the key concept of"smart cities." The idea that engaging in multifaceted deliberations from the perspective of urban design iseffective approach to tackling issues related to Environmentally Sustainable Transport is becoming more
firmly ingrained.
In 2020, the Forum will be held in Thailand.

40

1 Promotion of global warming countermeasures■Green Slow Mobility
Based on the Paris Agreement that was concluded in 2015, the reducing of greenhouse gas emissions to essentiallyzero by the latter-half of the 21st century is being aimed for within a global framework. In Japan, in order to realize alow carbon society, efforts are currently being pursued to realize the“Unified improvement of the environment, economy
and society”by solving a number of economical and regional issues simultaneously through environmental policies.
At the MLIT, based on this concept of the unified improvement of the environment, economy and society,“Green Slow
Mobility”is being promoted. Green Slow Mobility aims to solve various transport problems in local areas, such as the
securing of transport where societal aging is advancing and the development of new sight-seeing mobility for tourist
attractions. Simultaneously it also aims to spread low carbon mobility in local areas.
Green Slow Mobility refers to public electric vehicles that carry four passengers or more and drive on public roads atunder 20 km per hour. The introduction of these vehicles is expected to solve a number of transport problems in local
areas and ensure low-carbon transport.
Green slow mobility (GSM): Public electric vehicles that carry four
passengers or more and drive on public roads at under 20 km per hour
【5 characteristics of GSM】
①Green･･･Electric vehicles with low CO2 emissions.
②Slow･･･ Slow speeds are perfect for tourism.
③Safety･･･Safe due to speed limitations. Vehicles can be driven by the elderly.
④Small･･･Small size makes even narrow roads navigable.
⑤Open･･･Open, windowless design makes for a fun ride.

* Operational for route bus businesses, taxi businesses, and paid passenger transport with private vehicles.

Light vehicles

Small vehicles

7-personStandard-sized vehicle

10-person

4-personSpecial purpose vehicles (8-license plates)

Supports
wheelchair lifts

10-person

Supports
wheelchair lifts

4-person

Assistive vehicles

16-person* A midsize vehicle driving license is required to operatevehicles bearing 16 people【Usage scenarios】

ْણ৷ৃએٓ rural residents①Transporting１）Areas without bus service⋇৉ୠકড়भଌधखथ
２）Areas with a high proportion‫كڭ‬ং५ऋ௒ोऩऊढञ৉ୠ
of elderly residents‫كڮ‬ৈೡ৲ऋਤि৉ୠ
３）Improving
welfare for the elderly４）Conversion
from existing buses‫كگ‬उফఞॉभૣකੜਤ
‫كڰ‬ใோभং५ऊैभૡఌ

② Mobility for tourists
１）Sightseeing tours by guides⋈௴୾௢਱ऐभঔঅজॸॕधखथ
regular tourist buses Kasaoka City, Okayama Prefecture２）Short-term‫كڭ‬फ़ॖॻपेॊ௴୾੧৔
ળ৛਩ຖળ৘
３）Park-and-ride‫كڮ‬উॳ৒਋௴୾ং५
４）Events‫كگ‬ঃ‫ش‬ॡ॔থॻছॖॻ
‫كڰ‬ॖঋথॺदभણ৷
③Shortrides

Fukuyama City,
Hiroshima Prefectureઁਣ਩ૣ৛৘

From parking spaces to facilities,⋉ठॆऒढधୟଛ
or between facilities๺੤ৃऊै઱ਝऽद
઱ਝऊै઱ਝऽद
④Localbranding

As the "face" of the area⋊৉ୠঈছথॹॕথॢ
َ৉ୠभ౿ُधखथ

Machida City,Tokyo
ূ਎੃঴ি৘
Toshima, Tokyoূ਎੃௹ਣય

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

41

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

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, in which people can use cars when they need them, without owning the cars, isgrowing in popularity worldwide. Over 1.6million people in Japan utilize in car sharing (according toMarch 2019 servey by the Eco-Mo Foundation).
In 2012 the Eco-Mo Foundation performed an evaluation of the effectiveness of car sharing at
reducing environmental impact. 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

42

1 Promotion of global warming countermeasures（2）Energy Saving Act-based measures
The steady implementation of energy saving measures is an important challenge in tackling global
warming.
The Act on the Rational Use of Energy (the Energy Saving Act) seeks to rationalize the use of energy
based on“Operator’s decision criteria”defined by the national government. Carriers (specified Carriers) using
a specified amount of energy or more are required to report on their energy usage yearly, and formulate
plans (medium to long term plan) (3-5 years) for rationalization of energy use. Carriers and freight owners
became applicable as of the April 2006 revision of the Act.
Furthermore, in looking towards the realization of the long-term energy supply-demand prediction (energymix) established in 2015, in 2018 the Energy Saving Act was revised in order to encourage even morestreamlining of energy usage, and businesses managing energy as one group and energy saving efforts
through collaborating businesses have become able to be assessed appropriately through regular reports due
to receiving authorization from the Minister of Land, Infrastructure and Transport.

Transport sector scope<Freight transport and passenger transport>

Freight transport

Carrier ＋ freight owner

Passenger transport

Carrier

Carriers(Freight, passengers)

Freight owners

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

Businesses contracting freightcompanies for their freighttransporting, or businesses
which have substantially decided
their method of freight transporting(including in-house transport)

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

Speciﬁed carriers(542 as of the end of March 2019)

Speciﬁed freight owners

Must create and reporton energy saving plans(810 as of the end of June 2019)

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 542 companies as of the end of March 2019)
Freight

No. ofcarriers

Passengers

Railway

Commercial
trucksPrivatetrucksShipping

Railway

Buses

Taxis

Shipping

1

277

79

32

26

93

21

11

43

Aviation

Total

2

542

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector[Overview of determination criteria for carriers with respect to energy usage rationalization, etc.]
The following items are specified.
（1）‌From a medium- and long-term perspective, each carrier should set as a target an annual average
reduction of 1% or more in energy consumption rates or 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
・Expand the size of universal containers and introduce freight trains capableof carrying large containers
・Secure a transport capacity which accurately matches transport demand by
adjusting the number of trains operated, etc.
・Perform appropriate train inspections and maintenance

Automobiles

・Introduce low-emission vehicles and high fuel efficiency tires
・Promote eco-driving through driver education and the use of digital drive
records and eco-driving management systems
・Promote increases in truck and trailer sizes in accordance with freight
volume・Perform cooperative delivery and improve loading rates through use of returncargo, etc.

Ships

・Introduce high fuel efficiency ships and low friction ship-bottom paint・Use on-land power supply systems
・Promote increases in ship sizes in accordance with freight volume
・Perform joint delivery to improve loading rates

Airplanes

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

44

1 Promotion of global warming countermeasures（3）International maritime and air transport sector countermeasures■Introduction of international maritime transport CO2 regulations
The International Maritime Organization (IMO) is responsible for establishing uniform worldwide measures
for reducing carbon dioxide (CO2) emissions from international maritime transport, which are not included in
the scope of individual countries' activities based on the Kyoto Protocol or the Paris Agreement. Japan has led
the development of such an international framework at the IMO for reducing CO2 emissions.
Under Japan's leadership, the energy efficiency regulations for new ships entered into force in 2013, whichhave been gradually strengthened in a phased approach, and, in May 2019, the IMO agreed to further
strengthen and move up the implementation of the latest phase of these regulations. From January 2019, a
new framework has been introduced with the aim of promoting energy-saving sailing. Under this framework,
annual fuel consumption volume, sailing distance, and sailing time must be reported to the IMO every year,
which then visualizes the fuel consumption records of individual vessels. The data collected through thisframework will be utilized to design future policies at the IMO. Furthermore, in April 2018, based on
proposals from Japan, the Initial IMO Strategy on Reduction of Greenhouse gas (GHG) Emissions from Ships
was adopted as a world-first commitment to aim for zero GHG emissions globally in a single sector as soon as
possible within the century. From May 2019, in order to achieve the targets in the Strategy, international
negotiations have begun on the formulation of a new international framework at the IMO. In order to achieve
the global GHG reduction targets , Japan is proposing a new regulatory measure on existing ships withinferior energy efficiency performance. Japan, as a country with one of the world's most prominent maritime
industries, is expected to contribute to the realization of a practical international framework that caneffectively address global actions to address the climate change.

■International air transport sector greenhouse gas emissions reduction measures
With regards to greenhouse gas emissions reductions in the international air transport sector, theInternational Civil Aviation Organization (ICAO) has engaged in deliberations aimed at defining global reduction
targets ([1] annual fuel efficiency improvement of 2%, [2] prevention of total emissions from increasing from 2020
onwards), introducing new technologies, improving transport methods, utilizing alternative fuels, and creating a
Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA).

International Civil Aviation inJune 2018, and from 2021
autonomously participating
countries

will

begin

implementing reductions ingreenhouse gas emissions basedon the system. From 2027
onwards, participation will bemandatory for all countries

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

Introduction of CORSIA

1800

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

Without measures

1600

Introduction of newtechnologies
Flight method
improvements

1400

CO2(Mt)The system was adopted as
an annex to the Convention on

1200
1000

Use of alternative airplane fuels＋market mechanisms

800
600

CNG2020

400

2010

2020

2030

2040

Conceptual image of international air transport CO2 emissions forecasts and emissions reductions targets
Excerpt from 2019 ICAO Regional Workshop materials

except those with emissions

Assessment of emissions volumelevels below a defined threshold.

(Assigned to each operator based onemissions in excess of baseline emissions.
Operators use carbon credits or alternative
airplane fuels to cancel out these amounts)

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

Flight routes
between voluntary
participated countries

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

Carbon offsets* Preliminary calculations based on speciﬁc assumptions indicate that the total credit purchase amounts for Japanese airlines is expected to rise in stages fromslightly over a billion yen per year in the ﬁrst year of the system, 2021, to several tens of billions of yen per year by 2035
* Emissions assessment has already been introduced based on the business permit requirements of international air transport operators (Article 210, Paragraph 2of the Civil Aeronautics Act Enforcement Regulations). In the future, oﬀset are expected to be revised likewise.

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

45

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

ColumnEmissions trading system measures

The Japanese government has proposed a Joint Credit Mechanism (JCM) for international emissions
trading. With the end of the adjustment period for the first commitment period of the Kyoto Protocol(by 2015), countries not participating in the second commitment period cannot internationally transfer
or acquire Kyoto Mechanism credits.
Japan is operating and promoting the J-Credit Scheme for domestic emissions trading.

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

Japan

Host country

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

JCM Project

MRV* methodologies
will be developedby the Joint
Committee

MRV

Credits

Used to achieve Japan's
emission reduction target

Greenhouse gas emission
reductions/removals＊MRV (Mesurment Reporting Veritification)
Source: New Mechanisms Information Platform (Tentative 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)46

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

2P
 romotion of emissions gas measures for trucks
and busses (diesel vehicles), etc.
The problem of vehicle exhaust gas became a serious social problem with the rapid urbanization whichbegan in the mid-1960s and the increase in vehicle traffic. For emissions gas measures for diesel vehicles it isespecially important to reduce the amount of emissions of nitrogen oxide (NOx), which is a cause of
respiratory disorders and causes photochemical smog and acid rain, and particulate matter (PM), a carcinogen.
In order to do this, the government strengthened exhaust gas regulations by enacting vehicle composition
regulations and repeatedly revising road vehicle safety standards. Furthermore, in 1992 the Automobile NOx
Reduction Law (now the Automobile NOx/PM Law) was enacted to reduce NOx and PM emissions.

（1）Promotion of emissions gas measures for diesel vehicles①Restrictions on manufacturers

In 2016 with the introduction of measures such as cold engine exhaust gas testing, the scope of exhaust gas

regulations came to include vehicles with actual NOx emissions of about 1/3 of those included in previous
regulations. As a result of the regulations, the vehicles will successively be replaced by clean diesel vehicles
with dramatically improved exhaust gas performance.
●Vehicle exhaust gas restrictions (diesel-powered heavy vehicles)100

1974 regulations 100％

Nitrogen oxide（NOX）

Particulate matter（PM） Short-term
regulations

100

1994 regulations 100％

80

1979 regulations 70％

Reduction（%）

Reduction（%）

1977 regulations 85％

1983 regulations 61％

60

1988 regulations 52％

Short-term regulations

40

1994 regulations 43％

Long-term regulations

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

New short-term regulations

20
0

1974

（S49）

Post-new long-term regulations
2016 regulations

1979

1984

1989

1994

1999

2004

3％

2009

2016

（H28）

80
60
Long-term regulations

40

1999 regulations 36％

New short-term regulations

20
0

1974

（S49）

2004 regulations
26％

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

1979

1984

1989

1994

1999

2004

4％

1％

2009

（H21）

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

47

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Restrictions on users

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

Automobile NOx/PM Law

Tokyo, Saitama, Chiba,
andKanagawa Prefectures

Category

National law

Ordinance

Ordinance

Ordinance

Regulatedmaterial

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

Nitrogen oxide (NOx),particulate matter (PM)

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

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

Prohibits driving ofvehicles which do notconform with exhauststandards

Prohibits driving ofvehicles which do notconform with exhauststandards

Prohibits driving ofvehicles which do notconform with exhauststandards

Vehiclesaffected

Vehicles whose use isbased in specified
measure implementation
areas

Diesel vehicles driving in
the area covered by theordinance

Diesel vehicles driving in
the area covered by theordinance

Vehicles which arrive ator depart from therestricted area (does not
apply to vehicles passing
through the area)

Vehiclemodelsaffected

Vehicles with total
weights of 8ton or more
Diesel passenger
which cannot be
vehicles, trucks, buses,
registered due to their
Diesel vehicles withspecial purpose vehicles
license plate numbers 1-, use being based in(not including light motor,
2-, 4-, 6-, or 8- (except for non-regulated areas
special vehicles, andpassenger vehicles withspecified by thepassenger vehicles which
8- license plate numbers) Automobile NOx/PM Law
use gasoline or LPG as(for buses, buses withfuel)capacities of 30 people
or more)All trucks, buses, andspecial vehicles otherthan passenger vehicles
covered by the
Automobile NOx/PM Law

48

Hyogo Prefecture
Ordinance

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

（2）Appropriately maintained vehicle usage and appropriate fuel usage
guidance①Appropriately maintained vehicle usage

In order to reduce the environmental impact of vehicles, it is essential that they should be properly

maintained and that they consistently maintain exhaust gas performance during operation. Insufficiently
maintained vehicles emit greater amounts of NOx and PM than properly maintained vehicles, creating major
environmental problems.
A study of reductions in emissions of black smoke after maintenance on diesel vehicles brought in formaintenance found that 30% of all the vehicles examind are found reduced the black smoke concentration 10%
or more. This confirmed that inspection and maintenance significantly reduces diesel black smoke emissions.
● Reduction in black smoke emissions as the result ofReduction
Reduction of
inspection and maintenance / Number of vehicles brought inof 30%
20% or moreor moreand
lessfor maintenance in October 2014
than 30% 6%(According to a study by the Japan Automobile
Service
Vehicles Percent
Reduction
Reduction of7%of 30%
Promotion Association)
Reduction of
Measuredage
20% or more
and lessor moreReductionless 6%than 10%thanof30%

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

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

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

Reduction of 30% or more

2,190

6%

Total

39,483

100%

Total

(100%)

27,745

70%

6,973

17%

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

7%

70%
39,483

10% or more
and lessthan 20%

17%

Vehiclesmeasured
39,483(100%)

Reductionof less
than 10%

70%

6%
100%

(Breakdown of reductions in black smoke
emissions as the result of inspection andmaintenance)②Appropriate fuel usage guidance

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

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

49

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

3 Creation of a recycling-oriented society（1）Creation of recyclable resource distribution systems①Formation of a recyclable resource distribution system using sea transport

In order to create a recyclable resource cycle as part of the creation of a recycling-oriented society, 22

ports nationwide have been designated as Recycle Ports (integrated venous logistics ports), centers of widearea circulation of recyclable resources. The MLIT provides the support necessary to improve port facilities
such as shipment transfer, storage facilities, and other recyclable resource handling support facilities.

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

Designated Recycle Ports（22 ports）• Securing port facilities such as quays• Providing support for the maintenance of shipment transfer andstorage facilities, etc.（subsidized with subsidy rate of 1/3）
• Support (subsidies) for the creation of low carbon reverse
centers of wide-area circulation of recyclable resources.
logistics
systemsbased on sea transportpart of Recycle Portmeasureimplementation.
• Improvementof operations
resource
viding support forthe maintenanceof shipment relatedtransfer toandrecyclable
storage facilities,etc.
handling
e resource handling,（4）Promotion of coordination between the government and private• Promotion of coordination between the government and private
ncil, etc.）
sector（use of the Recycle Ports Promotion Council, etc.）

komai Port

roran Port

Aggregatedrecycling facilities

chinohe Port

Port roadTokyo Port
Kisarazu Port

wasaki Portsukuwan Port

19/12/2006 Designated ports（1 port）

Recyclable
resources

Quay
Cargo handlingequipment

Sea surface waste
disposal yard

Muroran Port

Kamaishi Port

SakataPort

Himekawa PortTokyo Port

Maizuru Port

Kisarazu Port

Kobe Port
Sakai Port Himeji
PortTokuyamakudamatsu
Port

Kitakyushu
Port
Recycled
articlesMiike Port* Recycling facilities* Large-scale green space

Mikawa Port
Mishimakawanoe
Port
Nakagusukuwan Port

Other ports

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

50

Green
space

Kawasaki Port

Residue, etc.
Future land use

Aggregatedrecycling facilities

Hachinohe Port

NoshiroPort

Ube Port

Quay

Green
space

Designated ports

23/4/2003（13 ports）

Other ports

Storageshed

Stockyard

Tomakomai Port
Designated ports

30/5/2002（5 ports）

28/1/2011 Designated port

Storagefacility

Kamaishi Port

Ishikari Bay New Port

（3 ports）

Recycle Port Image
Recycle Port Image
Dispatch
recycling-related
information

Designated Recycle
Ports（22 ports）

o○Support fornationwide○Reduction o○Recycle cosof sea trans○Vitalization
for recycling3 Creation of a recycling-oriented society②Systematic securing of sea surface waste disposal yards

In order to dispose of dredge soil from port improvement works and waste which is difficult to handle atthe inland final disposal site, a systematic development of sea surface disposal yards is underway. In
particular, at Osaka Bay, a wide-area disposal yards based on the Osaka Bay Phoenix Plan is being developed
which enables the disposal of waste generated from the Osaka Bay area. In addition, construction-generated
soil from the Tokyo Metropolitan Area is transported by sea based on the Super Phoenix Plan and is used ona wide scale as landfill material in ports and harbors nationwide.
● Promotion of planned improvement of sea
surface waste disposal yards
Port dredging Soil

Waste

Tokyo Bay

Source: MLIT (Tentative Translated by Eco-Mo Foundation)（2）Creation of vehicle recycling system
Every year between 4 and 5 million used vehicles are disposed of. Landfill space is running out, making it
urgent to further increase the recycling rate, which is current roughly 80%. As of 2004, over 195,000
automobiles were improperly stored on roads, etc. each year. And over 20,000 automobiles were illegally
dumped. These have a negative impact on living environments and the disposal involves tremendous social
costs, making it urgent to implement countermeasures.
In response to this situation, the“Act on Recycling, etc. of End-of-Life ● Act on Recycling, etc. of End-

Life Vehicles, and a motor vehicle tonnage tax reimbursement system
was instituted for end-of-life vehicles. The aims of these efforts were
the promotion of appropriate processing of end-of-life vehicles and theprevention of illegal dumping.
As a result of these efforts the nationwide number of improperly
stored vehicles was 4,600 at the end of 2017 (a decrease of 97.7% versus
the number in 2004), and the number of illegally dumped vehicles was
599 (a decrease of 97.3% versus the number in 2004), succeeding in both
dramatic reductions.

51

Automobile manufacturer / importer

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

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

Recycling fee payment

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

Recycling fee deposit

Moneymanagementcompany

disposal, focusing on automobile manufacturers. At the same time

Final automobile
ownerInformation management center

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

of-Life Vehicles system

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

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

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（3）Ship recycling
Ship dismantling (ship recycling)＊1 is carried out primarily in developing countries such as India and Bangladesh,and the problems of occupational accidents and environmental pollution in this work are beginning to beacknowledged. In order to solve these problems on an international level, Japan, as a country with eminent naval
forces and shipbuilding capabilities, led work on discussing within the International Maritime Organization (IMO)
and drafting a treaty, and the“Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, 2009”(also known as the“Ship Recycling Convention”) has been adopted.
In March 2019, Japan became a signatory and, in May 2019, held an international seminar on ship recyclingat the IMO headquarters in London, in conjunction with the IMO, to help spur an international movement
towards rapid adoption of the Ship Recycling Convention. Japan has also taken advantage of opportunities
such as courtesy calls and talks to urge major ship-dismantling countries such as India to promptly become
signatories. Japan has provided India and other dismantling countries with ship recycling facility improvement
support through ODA.
Due to these efforts, in 2019, eight other countries, including the chief ship-dismantling country of India,
became signatories. The enforcement requirements of the treaty include: (1) signing by at least 15 countries;(2) the combined merchant fleets of the signed countries is at least 40%; and (3) the signed countries’
combined maximum annual ship recycling volume in the past 10 years is at least 3% of signed countries’
merchant shipping volume. The status of fulfillment as of the end of January 2020 is (1) 15 countries, (2) 30.2%,
and (3) 2.6%*2 respectively.
On the other hand, the FRP (fiber-reinforced plastic) used in pleasure boat hulls is extremely difficult torecycle. Due to this, at information and opinion sharing events held by the District Transport Bureau, theRegional Development Bureau, and prefectural governments, Japan has striven to raise awareness andunderstanding of the "FRP Boat Recycling System" operated by the Japan Marine Industry Association inorder to promote appropriate recycling of used FRP hulls.
＊1 Ships which have reached the end of their lifespans are disassembled and the majority of the ships’materials are used for steel.
＊2 Calculated using 40% of global merchant fleets in 2017.

●FRP boat recycling system
Illegalabandonment

Storage site
Boat owner

Owner
unknown

Commissioned
transporter

Registration andsales site

Commissioned marina,
commisioned sales site

Processing andtemporarystorageMarine areaadministrator,
local government

Commissioned
transporter

Speciﬁed
receiver

Receiving, rough crushing
Intermediate processing（other than FRP）

Registeredwork site
Scrap FRP

Commissioned transporter
Sorting

Scrap FRP
intermediate
processing site

Crush
MixingCommissioned
disposal operator

Comissioned transporter

Final
disposalCommissioned
cement plant

Source: Japan Marine Industry Association FRP Boat
Recycling Center (Tentative Translated by Eco-MoFoundation)52

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

4M
 easures by local governments, companies,
citizens’ organizations, etc.
（1）Measures by local governments
Local governments are implementing global warming countermeasures, tailored to their local features, inthe transport and traffic sectors. This section looks at efforts by Fukui Prefecture, Himeji City (population:
530,000) and Oita City (population: 470,000).

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

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

is implicated in the problems of increasing global warming and the decline of public transport, the“NewCentury Fukui Lifestyle Transport Vision”, which was established in 2002, advocates for the creation of asociety where automobiles and public transport coexist, and efforts to revitalize public transport are being
carried out. Currently, based on the prefectural governor manifesto,“mobility management”(the optimal
usage of transport means), which includes track-sharing by different railway companies, the extention of
station-front lines and a“Car-Saving Strategy”, is being progressed and policies for lowering the strain on theenvironment and expanding usage of public transport are being strengthened. These initiatives have also
been adopted into the“Fukui Prefecture Environment Fundamental Plan”that was revised in 2013.
As a part of these initiatives, in 2011 the“Fukui Prefecture Citizen Meeting on Promoting the Creation of aSociety that Doesn‘t Depend Excessively on Cars”was established, consisting of academics, experts, transportcompanies and representatives of the prefecture, cities and towns. Based on an action plan formulated in2011, they are undertaking a variety of work for preventing the increase of greenhouse gas particle emissions
and the decline of public transport institutions through the appropriate usage of automobiles and public
transport.
● Track-sharing by different railway companies

Source: Fukui Prefecture53

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Himeji City
-Urban Development Based on Public Transport (Railway and Buses)-

In Himeji City,“Himeji City Integrated Transport Plan Based on Public Transport”was formulated inAugust, 2008, and relevant departments are promoting the various policies. By promoting the foregoing plan,
the goal is to increase the users of public transport which are on a downward trend and to maximize theeffect from 3 perspectives, namely “economy,”“safety and security”, and “environment,” such as
by alleviating traffic congestion in the city center and CO₂ reduction in the transport sector. According tothis plan, the policies are being developed based on the following 3 policy pillars, i.e. “improvement in theuser-friendliness of public transport,”“improvement in the usage environment”and“promotion of participationand cooperation”
Improvements in transport hubs and passenger terminals in areas surrounding the station including thedevelopment of new stations are being implemented, as well as operation of community buses in remoteislands. Particularly around JR Himeji Station, development of a public square in front of the station isunderway with a dramatic increase in environmental space and passage of general vehicles are regulated intransit malls. In addition, a share cycle system has been introduced, as a secondly means to promote public
transport.
A bus location system has been introduced for fixed-route buses and improvements are being made incooperation with transport operators such as IC tickets for railways and fixed-route buses, etc.
With emphasis on the promotion of public transport usage and triggered by West Japan Railway Company’stransport improvement project and trial increase in the number of services, JR Kishinsen has begun a“3-million passengers challenge campaign”with towns along the route and business operators, exerting continuous
effort to achieve increase of passengers while utilizing local resources. Moreover, each year, public transportclasswork are being held by transport operators with elementary school children as the target to prepare thenext generation with regard to this endeavor.

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

Source: Himeji City

54

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

■Oita City
-Lively community development through environmentally friendly transport-

In Oita City, as part of the Oita Station southern area redevelopment project, the plazas in front of Oita

Station, to its north and south, were improved. This smoothed the process of transferring between rail, buses,
and taxis, enhancing the station's functionality as a transport hub. Furthermore, the Symbolic road in front of
the station was also improved. Together with the track elevation and station building construction, thiscompletely changed the station area. There was a need to perform urban planning to compact the area'sfunctions, making it more convenient, and calls to create a public transport network that offered comfortabletransport, together with road improvements.
In March 2017, the“Oita City local Public Transport Network Development Plan”was formulated with thegoal of creating a sustainable local public transport network. It clarified the public transport ideals and theroles of city residents, transport operators, and government offices. They are now collaborating together toimplement the plan.
● View of the station's symbolic road from JR Oita City Rooftop Squareand the south exit of Oita Station

55

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Measures by companies in the transport sector①Aviation companies

The Scheduled Airlines Association of Japan, a Japanese association of air transport operators, has

implemented environmental measures. Major measures are the following.
○Global warming prevention targets:
Target: Reduce energy consumption base units in 2020 by 21% in comparison to 2005
CO2 emission basic units: 0.00095t-CO2/RTK (revenue ton-kilometers)

CO2 emission basic unit index

Achievement: Reduce energy consumption base units in 2018 by 23% in comparison to 2005

(year)
Source: The Scheduled Airlines Association of Japan (Tentative Translated by Eco-Mo Foundation)

Contents of measures:
・Introduce new high fuel efficiency airplanes
・Using area navigation etc, a high-precision navigation method, to reduce flight distances and times
・Reduce weight of loaded articles (reduce weights of cargo containers and in-flight meal facilities, optimize
amounts of fuel and drinking water)
・Recover engine performance and improve fuel efficiency by cleaning engines
・Working with related parties to identify issues involved in introducing alternative fuels and considering
measures for resolving these issues○Support for the creation of a recycling-oriented society
Target: Lower industrial waste final disposal rate to 2.4% or below for 2020
Achievement: Industrial waste final disposal rate in 2018 was 5.1%
Contents of measures: Promote garbage collection by type, promote reuse and recycling, and select waste
processing companies with resource recycling technologies, etc.
○Environmental awareness raising activities
・Participation in forestation activities around airports nationwide, participation in coral planting in
Okinawa, and development of eco-tours related to the above activities.
・Hold environment seminars by pilots to raise the environmental awareness of children, who represent the
future.

56

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

②Railway companies

The 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 basic units in 2020 by 5.7% in comparison to 2010
Reduce power usage basic units in 2030 by over 5.7% in comparison to 2010
Contents of primary measures:○Introduction of energy saving (railway) cars
Energy saving trains such as VVVF controlled trains, which consume less power, and regenerative brakeequipped trains, which efficiently use power, are being introduced.
(as of March 31, 2019)●Rates of introduction of energy saving cars by 16 major private rail companies

No. of cars owned

Control method

Cars with regenerative brakes
Cars without regenerative brakes

Number of reduced weight cars

VVVF control

12,121 cars*

10,920 cars

Chopper control

2,127 cars*

1,046 cars

Resistance control, other602 cars*

213 cars

Resistance control, other

2,365 cars

296 cars*

17,215 cars (A)12,475 cars

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

15,146 cars (B)(total of cars indicated with a *)Share of energy saving cars

88.0％（B/A）

Note 1: As a general rule, only commercially used cars are included (funicular lines and new transport lines are notincluded)
Note 2: “Reduced weight cars” are cars made with stainless steel or aluminum.
Source: The Association of Japanese Private Railways (Tentative Translated by Eco-Mo Foundation)○Usage of energy saving systems (regenerative brakes, regenerated
Power generated
by braking

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

Reducednoise trains

Long rails

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

Wind power
generation

Solar power
generation

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

57

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Truck, bus, and taxi companies

Each industry associations have formulated voluntary action plans as environmental measures, striving topopularize green management certification and promote eco-driving, etc.

■Japan Trucking Association
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◇Distribute energy saving driving manuals, energy saving driving recommendations, eco-driving promotion
notebooks and eco-driving promotion manuals by data download from website◇Provide subsidies for the introduction of devices which support the shutting off of engines when parked
Provide subsidies for the acquisition of vehicle-mounted heating and cooling devices (air heater, truck
battery driven coolers) which can be used continuously for long periods of time when engines are stopped
during truck driver breaks, when waiting for cargo to be loaded, etc.

■Nihon Bus Association- Bus business“Low Carbon Society Implementation Action Plan”Target:○Cut CO2 emission intensity in 2030 by 6% in comparison to 2015.
○Promote shift from use of private cars to buses.
Specific activity contents:○CO2 emission rates reduction measures
・Nationwide promotion of eco-driving
Member companies are striving to ensure drivers thoroughly engage in eco-driving, such as by stopping
their engines when idle, and avoiding quick acceleration and quick braking. During Eco-Driving Promotion
Month, of which the Nihon Bus Association is a leading advocate, the association takes even more intensive
measures, such as carrying out checks of eco-driving implementation. The association is also actively
equipping buses with devices which contribute to eco-driving, such as start-stop (idling-stop) devices anddigital drive recording devices.
・Promotion of introduction of high fuel efficiency buses
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.
・Enforcement of detailed inspections and maintenance which help maintain fuel efficiency performance○Measures for promoting shifting from use of private cars to buses
・Bus usage promotion
The association is implementing the following measures in order to improve omnibus convenience andpromote bus usage.
◇Popularization of non-step buses and pleasant, comfortable buses◇Promotion of installation and improvement of shared card systems and IC card systems◇Popularization of information systems such as bus location systems
58

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

◇Active participation in regional measures such as Park & Bus Ride and omnibus town systems
・Driving environment improvement◇Issuing of requests to related organizations whenever possible regarding the creation of bus-only lanes
and bus-priority lanes, bus-prioritizing traffic signals, the removal of illegally parked vehicles on streets
used by buses, etc.

■Example of initiatives by companies: Miyazono Bus Co., Ltd.

Implementing effective activities through business site autonomy and head office follow-up
The Miyazono Group was created in 2000 as "Miyazono Fukushi." In 2020, as it approached its 20th

anniversary, it was renamed "Miyazono Bus."
The Miyazono Group is a long-time contributor to social welfare. For example, in 1975, it was the firstcompany in Japan to hire persons with disabilities to be taxi drivers. Miyazono Bus shares that same spirit,
providing services that are there for people, such as transport to and from special needs schools and seniorfacilities, as well as the operation of tourist buses with lifts. It also takes the lead in other activities, led by the
belief that environmental and safety measures are essential aspects of the company due to the nature of its
business activities.

<"Implementing effective measures through the acquisition of transport-specificcertifications">
Miyazono Bus is deeply rooted in the society around it. We operate welfare busses that provide

transport assistance to the elderly and people with disabilities, private patient transport for non-urgent
medical situations, and proxy driving and operation management for customers' private vehicles. In
addition to our firm conviction that accidents must never occur, we believe that among the corporatesocial responsibilities of passenger transport
providers is environmental conservation throughthe reduction of exhaust gas emissions.
Furthermore, as an enterprise, we must eliminate
wasteful expenses and achieve stable company
operation. We have therefore placed especiallygreat importance on our environmental and safetymeasures. Together with the other companies in
our Group, we have acquired Green Management
Certification with the expectation of achieving even

Many tourist busses with lifts

greater results in the future.

<"Promoting autonomous activities by individual business sites, led by promotion
council members">
Under the company's environmental activity promotion structure, the president is the environmental
conservation manager and each business site manager is an environmental management director. There
are four promotion committee members from each site who act as leaders and issue instructions to bus
and business site staff. They hold environmental and safety workshops for the promotion committee,
and promotion committee members convey the knowledge they obtain through these workshops todrivers through the safety training performed at individual business sites. Safety training sessions arevoluntarily conducted study sessions concerning safe driving. All drivers are required to attend training
once per month. Due to the nature of the company's operations, not all drivers can gather at one time,
so multiple training sessions are held to ensure that everyone can attend.
59

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

The contents of these safety training sessions are diverse, including how to practice eco-driving andhow to perform inspections and maintenance. We use instructional materials such as DVDs, and videofrom drive recorders is shared to improve drivers' safe accident avoidance mentality. Eco-driving isessential for ensuring the safety and comfort of passengers, so it is one of our core initiatives, and the"10 Tips for Eco-driving" are posted in the company's roll call areas. Every month, we also publish acompany newsletter with information about safe driving and environmental conservation. These
newsletters are distributed during safety training and used as instructional materials. The company
newsletters are made by the promotion committees of individual business sites. This makes it possible
to address issues and topics specific to each site, and helps expand the knowledge of promotion
committee members. They struggle to find topics to write about, but this provides opportunities tolearn new things.

<"The head office provides extensive support to business sites. The environmental
and safety results are immediately apparent.">

We gather driver and vehicle operation data from daily drive records. Input staff enter the

information into a system every day. The information is tabulated by the head office, and the tabulated
information is provided to the sales sites in monthly reports. The number of kilometers driven and thefuel efficiency are clearly indicated on a per-driver, per-vehicle, and per-business site basis. This
information is also posted on-site and used in safety training, and drivers are instructed to review andreflect on their own driving. We create an environment in which there are always opportunity to learn,such as by posting environmental and safety-related posters in offices and break rooms, where drivers
can learn from them. Fuel efficiency has remained roughly the same as before acquiring GreenManagement Certification, improving by 1%, but we see this as maintaining an already high level of fuelefficiency.
The head office also checks the data for all vehicles. When it finds vehicles with poor fuel mileage, it
shares this information with the promotion committee, has the company repair shop, located in the
Edogawa business site, investigate the cause of the problem, and rapidly addresses it. This makes it
possible to rapidly rectify vehicle problems and helps prevent breakdowns. If there are no problems
with the vehicles themselves, the drivers are given personal instruction. These activities also contributeto driving safety. In the first year of Green Management Certification, the number of accidents fell by
43% compared to the previous year, and there were zero accidents involving injuries. It is immediately
apparent that the promotion of Green Management Certification, which includes not only driving but
also inspection and maintenance, has had a positive influence on environment and safety.
We are also implementing measures to eliminate waste that is not related to driving, such asconserving water when washing buses or setting air conditioners to appropriate temperatures. At first,
these measures had difficulty taking hold, but in addition to oral instruction, we also posted signage
near faucets and control panels. It appears that as a result of these unflagging efforts, these measures
are gradually becoming more firmly established.

<"Becoming essential by maintaining [Green Management Certification] andfostering mutual understanding with the community">
Six years have passed since we received certification. We are still midway through implementing

measures, and we know that there is much left to be done. For example, currently digital tachographsand drive recorders are only installed in tourist buses, but the objective evaluations of the output daily
reports have clearly improved the mentality of drivers and been effective in making driving safer andmore economical. We are now moving forward with plans to deploy this throughout the company. We
also plan to replace vehicles with more fuel efficient vehicles.

60

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

Our business is intimately tied in to society, and welfare buses will
come to provide even greater value with the coming of the super-ageing
society. This is why we believe that environmental and safety measuresthrough Green Management Certification will become even moreessential in the future.
We have bus depots within the city limits, and we do business withthe understanding of members of the community. In order to deepen our
relations with the surrounding community, each of our business sites
holds events such as mochi rice cake making events and barbeques,
which are attended by many community members.
In addition to providing the community with greater opportunities tolearn about our company and what we do, it also enables us to gather
frank feedback about their everyday experiences and thoughts. We use

Deepening mutual understanding

this valuable information in our environmental and safety activities. We through interaction with the local
consider fostering deeper mutual understanding to be an important community
activity, and we aim to become a company that society relies on.

■Japan Federation of Hire-Taxi Associations- Hire-taxi industry's a Low Carbon Society Implementation Action Plan (voluntary action plan) Target level:○2020 target (total volume of emissions target)
Reduce CO2 emissions by 20% in comparison to 2010.
○2030 target (total volume of emissions target)
Reduce CO2 emissions by 25% in comparison to 2010.
Basis used to establish targets:○2020 target
30% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
○2030 target
40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
Specific plans:○Global warming countermeasures
In order to achieve hire-taxi industry target levels, the following countermeasures will be promoted andthe federation will coordinate and collaborate with national and local governments as necessary.
・Switchover to environmentally friendly taxi vehicles◇By 2020 30%,by 2030 40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles,
and the association will encourage automobile manufacturers to speedily launch HV vehicles which use
LP gas.
･Optimization of the number of taxi vehicles◇ Based on the“Act on Special Measures Concerning the Rectiﬁcation and Vitalization of the General
Passenger Vehicle Transport Business in Specific Areas”, revised in November 2013, the federation is
promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇The federation is promoting universal driver training and cultivating high quality drivers.
61

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector◇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 car 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 cars on freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestion andparking space shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at
phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
travellers.
･Improvement of operation eﬃciency◇ 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◇The federation is working to ensure thorough stopping of engines when vehicles are stopped, preventionof excess vehicle cooling and heating, and prevention of quick acceleration and braking.
◇Engines are to be stopped when drivers are taking rests, naps, and washing vehicles.
◇ 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 thesummer and 20 degrees or lower during the winter.
◇Training regarding environmental measures and fuel efficiency improvements are provided to mechanics
and drivers through maintenance managers and driving managers.
･Improvement of environmental issue related implementation systems◇Environmental measure related policies such as carbon oﬀset policies are considered by committees suchas technical and environmental committees.
･PR regarding global warming countermeasures◇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 to recycle resources.
･ELVs (End-of-Life Vehicles) will be processed appropriately in accordance with the Act on Recycling, etc. of
End-of-Life Vehicles.
･End-of-life tires, etc. will be appropriately processed as industrial waste.
･Recycling will be promoted through measures such as the proactive purchasing of recycled products.

62

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

④Warehouse conpanies

The Japan Association of Refrigerated Warehouses is continuing its eﬀorts to reduce“CO2 emissions andenergy usage”in 2019 as well, through measures such as: ① Acceleration program (subsidizing 1/3 of project
costs) of the introduction of energy-saving natural refrigeration equipment for the early realization of a CFCfree and low carbon society, and promote energy-saving machines that don’t use CFC,

② carrying out“Energy usage fact-ﬁnding studies”and“Coolant studies”to collect basic data related to CO2 emissions
reductions, and ③ promoting the acquisition of green management certifications (subsidizing part of the costof acquiring new green management certiﬁcations).

63

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 private cars has resulted in chronic traffic
congestion and the waning of public transport. In order to create a shift from the use of private cars to public
transport, Car-free Day are taking place.
Every year cities around the world take part in Mobility Week (September 16 to September 22), initiatives inwhich residents refrain from using their own personal vehicles in central city areas and consider the issues oftraffic and its effects on the environment, and urban life and how to best use vehicles. These transport measuresand events, which began in Europe, have spread to roughly 2,000 cities around the world, linked by a common
objective and working at the same time in a global environmental and transport event. In 2019 13 cities in Japan
participated. (Sendai City*, Saitama City, Yokohama City*, Zushi City*, Matsumoto City, Kanazawa City, Fukui City*,
Toyohashi City, Kyoto City*, Osaka City*, Nara City, Fukuyama City*, Naha City*.
＊Citizen group-sponsored; Those unmarked are local government-sponsored. Secretariat : Car Free Day Japan
In addition, the“Kumamoto Prefecture All Citizen Stop Warming Movement Meeting”is a prefectural citizen’smovement started in August 2008 for reviewing lifestyles and corporate activities so that each citizen cancompletely eliminate the waste of energy and the efforts to reduce greenhouse gases can be progressed further.
Based on the fact that automobiles are the main means of transport in areas outside the central zone of Kumamoto
Prefecture, the concept of eco-driving was put in the spotlight.
Specifically, eco-driving diagnoses via safe driving eco-driving support systems that use GPS receivers are being
actively promoted in collaboration with Kumamoto Prefecture. These are devices for managing drivers, rather
than just cars, and diagnoses are possible even if the vehicle driven is different - if it is for example a company car
or a private vehicle. Offices purchase the devices and lend them out to participants to conduct eco-driving
diagnosis relays with all citizens.

The Denki Unazuki Project Planning Committee (in Toyama Prefecture) was established in July 2009, andwith the cooperation of community residents, it has carried out activities aimed at creating a natural energy
public transport system that exists in harmony with the rich natural environment though measures such as
small hydroelectric generation, with the aim of achieving local consumption of locally produced energy. In July
2013 the unincorporated association became the Association of Denki Unazuki Project.
At the Unazuki Hot Spring, it introduced apublic transport project using renewableenergy such as small hydroelectric generation
and Green Slow Mobility (eCOM-8 low-speed

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

Park and rideto the hot spring
district

eight wheel electric community vehicles,
known

as “EMU”).

The

Associationisworking to attract tourists to Unazuki Hot
Spring, which has flourished as an advanced
eco-hot spring resort as the result of thispowerdevelopment,

and

to

Electric vehicle
rentalpromoteautonomous community development fromthe perspective of local consumption of locally
produced energy.

The hot spring district isan electric vehicle zone

Energy is provided
by small hydroelectric
generation

Source: Denki Unazuki Project website (Tentative Translated by
Eco-Mo Foundation)64

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

ColumnNationwide Bus Map Summit(Bus map creation initiative by citizens)
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, from citizens, transport operators,
and government officials to, in recent years, a broad range of organizations and people that deal with transport
information such as open data. They engage in passionate discussions about topics ranging from map creation
to the overall transport information that forms the foundation of MaaS.
●List of citizen’s organizations in the Nationwide Bus Map Summit Planning Commitee
RegionName

Bus Map, etc.

SapporoYourun NPO Inc.

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

Hirosaki

H・O・T Managers“Hotto” informational magazine

Community Development Policy
SendaiForum
YUKAI. (3-chome)
Tokyo (Metropolitan Area)
RACUMobi
Niigata Environment and Transport
Niigata
Research Society
ROBA (Fukui Tram and Machizukuri
Fukui
Association NPO Inc. )Public Transport Machizukuri
3 Tokai Prefectures (Aichi, Gifu, Mie)
Promotion Network
Wakayama City Planning Council
Wakayama- Wakayama Komachi

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

MatsueProject UI NPO Inc.

OkayamaRail transport system Amenity
Community Design Association(RACDA) NPO Inc.

Hiroshima

Hiroshima BRT Research Society

Bus Supermap

Okinawa

Bus Map Okinawa

Bus Map Okinawa

Bokke Convenient Bus Map
Bisan Seto Access Map

Source: The Nationwide Bus Map Summit website (Tentative Translated by Eco-Mo Foundation)●Bus maps example (wap)↑ Front side (Japanese)
Reverse side (English) →Source: Wakayama Transport Machizukuri Council — Wakayama Komachi

65

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（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 companies in July 2005. As of the end of 2019 there are 3,402 certified businesses and 6,685
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 11.3% and16.0% of the vehicles owned by companies in Japan.
※ The Green Management Promotion Manual contains specific measures for individual environmental
conservation items, based on the concepts of ISO14031 (an international standard for environmental
performance evaluation). They make it easy to establish targets and carry out evaluations, which in turnmake it easy to implement environmental management on an ongoing basis.
●Number of vehicles owned
Certified Companies asof December 31, 2019

Companies
Nationwide

Percentage
Owned byCertifiedCompanies

Notes(Note 1): Number of vehicles owned as of the end of March 2018. This

Trucks145,047

1,282,069(Note 1)includes the number of commercial trucks (excluding trailers)

11.3%

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

Buses
Taxis

15,56632,015

116,181(Note 2)
199,909(Note 3)

13.4%
16.0%

(Note 2): Number of vehicles owned as of the end of March 2018. Basedon the “Transport Statistics Collection” (MLIT).
(Note 3): Number of corporate taxis owned as of the end of March 2018.
Based on information on the Japan Federation of Hire-Taxi
Associations website

66

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

■Evaluations of Green Management Certification

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

system has come to be evaluated highly, even being included as an element in government measures.
○Freight owner considerations required by notices based on the Energy Saving Act
One of the energy saving measures required of freight owners under the Energy Saving Act (enacted in
December 2018) is the selection of environmentally-friendly freight carriers (carriers who have obtained
ISO14001 or green management certifications).
○Addition of transport and delivery, chartered buses, and taxis to the procurement items specified in the Act
on Promoting Green Purchasing
The 2007 basic policy on the Act on Promoting Green Purchasing (Act on Promotion of Procurement of
Eco-Friendly Goods and Services by the State and Other Entities) was approved by the Cabinet on February※
to the list of specified procurement items. The 2008 basic policy
2, 2007. It added【transport and delivery】

was approved by the Cabinet on February 5, 2008, and added【chartered buses and taxis】to the list. The
decision criteria are the“neutral evaluation by a third party”of measures such as“implementing measuresfor promoting eco-driving”. In general, this corresponds with green management certified companies.
※ Transport and delivery operations within green procurement scope: Domestic correspondence, parcel
delivery, parcel post, mail express○ Expressly written in the“Guidelines for the Selection and Use of Chartered Buses in Order to Ensure
Transport Safety”【Published: June 29, 2012】
The MLIT has formulated and issued guidelines which clearly explain the key points involved when travelcompanies, local governments, educational institutions, etc. select and use chartered bus operators.
These guidelines clearly specify“green management certification”as one of the“evaluation items andevaluation elements involved in comprehensive evaluation”indicated in the guidelines’“key points regarding
the selection of chartered bus operators”and“key points regarding bidding, etc., for chartered bus
procurement“.
○Expressly written in the“Community Bus Deployment Guidelines”as specified in the notice regarding therevision of the Road Transport Act【Notice: MLIT Notice 633, April 10, 2013“Concerning the Approach of the MLIT to Regional Public
Transport Councils”】
The notice clearly states that the perspective of“environmentally consciousness”is to be included by cities,
towns, or villages, etc. when selecting community bus operators, and specifies“acquisition of Eco-Mo
Foundation Green Management Certification or ISO14001 certification”as a means of evaluating thisenvironmental consciousness.
○Relaxation requirements for Superior Hybrid Vehicles and CNG Vehicles deployment subsidy systems
In order to promote the greater use of low-emission vehicles, the MLIT provides systems for partial
subsidization of the difference in prices between low-emission vehicles and standard vehicles. Subsidy
requirements such as fleet size limitations are relaxed for truck transport operators who have received theGreen Management Certification.
○Certiﬁcation acquisition subsidy systems
67

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

Local governments:
8 organizations (Chuo-ku, Tokyo; Shinjuku-ku, Tokyo; Sumida-ku, Tokyo; Katsushika-ku, Tokyo; Yokohama
City, Kanagawa Prefecture; Ina City, Nagano Prefecture; Shiojiri City, Nagano Prefecture and a local
government)
Industry groupJapan Association of Refrigerated Warehouses and 37 prefectural Trucking Associations(Hokkaido, Aomori Prefecture, Iwate Prefecture, Akita Prefecture, Fukushima Prefecture, Ibaraki
Prefecture, Tochigi Prefecture, Gunma Prefecture, Saitama Prefecture, Chiba Prefecture, Tokyo Metropolis,
Kanagawa Prefecture, Niigata Prefecture, Yamanashi Prefecture, Nagano Prefecture, Fukui Prefecture, Gifu
Prefecture, Shizuoka Prefecture, Aichi Prefecture, Mie Prefecture, Shiga Prefecture, Osaka Prefecture,
Hyogo Prefecture, Nara Prefecture, Wakayama Prefecture, Tottori Prefecture, Okayama Prefecture,
Hiroshima Prefecture, Tokushima Prefecture, Kagawa Prefecture, Kochi Prefecture, Fukuoka Prefecture,
Nagasaki Prefecture, Kumamoto Prefecture, Oita Prefecture, Miyazaki Prefecture, Kagoshima Prefecture)②Implementation of the Excellent Eco-Commuting Business Site Certification
SystemThe Excellent Eco-Commuting Business Site Certiﬁcation System has been implemented since June 2009 tocertify business establishment which actively promote eco-commuting, widely sharing information on theireﬀorts in order to promote greater adoption of eco-commuting.
The Conference on Promotion of Public Transport, 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 2018, 737 business sites have been certiﬁed.
Certiﬁed business sites implementing best measures may also be recommended for MLIT awards. In 2019,
ONOGUMI Inc. and the Kagamiyama School District Self-Governing Association/Kyoto City’s Yamashina
Ward Office were selected as the winners of the “2019 Minister’s Award for Excellent Business
Implementing Traffic-Related Environmental Conservation Efforts”.

●Kagamiyama School District Self-Governing
Association/Kyoto City’s Yamashina Ward
Office●ONOGUMI Inc.

68

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

③Promotion 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 has offered
truck eco-driving training certification, and then passenger vehicle eco-driving training certification from
September 2008, and presents attendants who have successfully completed training at certified organizations
with completion certificates.
Since 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 (transport 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 “2019 Eco-Drive Symposium” on November 27.

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

Truck

Passenger vehicle

140,000
120,000
100,000
80,00060,00040,00020,000
0

2008

2009

2010

2011

2012

2013

●2019 Eco-Drive Activity Contest award ceremony

69

2014

2015

2016

2017

●Contest leaflet

2018Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector④Promotion of Environmentally Sustainable Transport (EST)The OECD has proposed Environmentally Sustainable Transport (EST) (see page 39), and organizations such
as Japan’s MLIT have implemented EST model projects. In order to achieve greater use of EST by local
governments and transport operators, since 2006 the Eco-Mo Foundation has worked with academic experts,
related groups, EST related ministries and agencies, and other organizations to promote EST.
Submissions for the 10th EST Transport Environment Awards, recognizing exceptional regional transport
environment efforts, were accepted. The 2019 MLIT's Minister Award, the grand prize, was awarded to the
Shodoshima Regional Public Transport Council and the 2019 MOE's Minister Award was awarded to the Joint
Minato Town Planning Network/Aizuwakamatsu City. In May, an award ceremony and symposium (the 12nd
EST Promotion Forum) was held in Tokyo. In 2019, the Eco-Mo Foundation collaborated with the Regional
Transport Bureau in holding workshops for local governments and transport operators (EST Emergence
Seminars) in Oita City. In addition to these workshops, tours and review sessions were also held as part of athree day personnel development training session (the 9th such session) in Aizuwakamatsu City.

●10th EST Transport Environment Award results
Award
Grand
Prize

Grand
Prize

Recipient

Name of Main Project[MLIT's Minister Award]"Taking on the Challenge of Sustainable,

Shodoshima local Public Transport Council (Tonosho Town and Environmentally-friendly Public Transport
Shodoshima Town, Kagawa Prefecture)

Reconstruction in Shodoshima"[MOE's Minister Award]"Using Renewable Energy and ICT to

J o i n t M i n a t o T o w n P l a n n i n g N e t w o r k / A i z u w a k a m a t s u C i t y Sustainably Support Transport Development in(Aizuwakamatsu City, Fukushima Prefecture)

Hilly Areas"

Outstanding
Performance Oita City (Oita City, Oita Prefecture)Award
IncentiveAward"Development Lively Towns throughEnvironmentally-friendly Transport"

Association for Promoting Eco-Transport in Toyota City (Toyota City,
Aichi Prefecture)"Ongoing Implementation of Toyota City
Transport Demand Management Measures forTwenty Years and Beyond""Ten Years of Initiatives for Promoting the Use

IncentiveAward

Koto Area Public Transport Vitalization Councilof Public Transport and Increasing the Number(Hikone City, Aisho Town, Toyosato Town, Kora Town, and Taga Town, o f P u b l i c T r a n s p o r t U s e r s t h r o u g hShiga Prefecture)

Coordination between Multiple Cities andTowns in the Koto Area"

Incentive
Award

Society for Researching the Supply of Traffic Information in the Event of "The Construction and Deployment of a Realtime Transport Information Provision Systema Disaster(Kure City, Hiroshima City, and surrounding areas, Hiroshima Prefecture) Following the Torrential Rainfall of July 2018"●The Minato area's "Minato Bus"
(Joint Minato Town Planning Network/
Aizuwakamatsu City)●Shodoshima public transport "Olive Bus"
(Shodoshima local Public Transport Council)

70

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

⑤Promotion of mobility management education (Transport Environment Education)

In order to promote mobility management 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.
Regarding support for the local government, support continue for Shiga Prefecture and start for Hachinohe
City and Urasoe City.
<Supporting local government initiative>
Shiga Prefecture : Apart from the visiting lecture conducted primarily by the prefecture, programs that areeasy to put into practice by the teaching staff associated with the subject were also developed
and classes were carried out at 26 schools in 9 local municipalities.
Hachinohe City : The city developed a program for active and autonomous involvement by teaching staff,
created supplementary teaching materials, and deliberated regarding how to create a systemthat would be continuously implemented.
Urasoe City : The government created ICT instructional materials and a curriculum so that students inelementary schools could learn about public transport, and deliberations were carried out with theaim of implementing this education in all eleven schools in the city.
In addition, support has also been provided to the following 13 schools.
●Names of supported schools and educational themes
SchoolTheme

Nohoronooka Elementary School, Sapporo
City

Integrated studies - "Nohoronooka Public Transport
Investigation Team!"

Integrated studies

Sapporo Elementary School attached
Hokkaido University of Education

Carrying Out Mobility Management Education in Fifth
Year Elementary School Social Studies

Social studies

Akeno Elementary School, Tomakomai City

Vertically-structured Off-campus Activity

Integrated studies

Yumoto No. 3 Elementary School, Iwaki City

Environmentally-friendly Town PlanningSocial studies

Joetsu University
Elementary School"Station Town Joetsu"

Integrated studies

Otemachi Elementary School, Joetsu City

Our Beloved Takada

Social studies, integrated studies

Hamamatsu Gakugei Junior High School

Tenhama Line Spontaneous Support Squad (project forcommunicating the allure of areas along the train line)

Exploratory activities

Kawase Elementary School, Hikone City

Town Facilities Everyone Uses

Life studies

Momoyama Junior High School Attached to
Kyoto University of Education

Study of Balancing Tourism and the Environment as Seen
through Area Pricing

Social studies

Doshisha Junior and Senior High School

Junior High School Movement to Invigorate the Stationand the Community - Eizan Electric, Hachiman-mae
Station ProjectSpecial studies

Hokuyo Elementary School, Izumo City

Integrated studies - Local Revitalization Project - Sharing
the Allure of the Hokuyo Area through the Ichibata
Electric Railway

Integrated studies

Hokubu Junior High School, Kumamoto City

Activity Implementation and Ethics Class Research fromthe Perspective of ESD

EthicsGenyo Junior High School, Saiki City

Education for Public Transport andDevelopment in Provincial Cities (ESD)

Social studiesofto

Education-attached

71

Subject

Sustainable

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑥ Regional promotion of the smooth mobility of foreign tourists

In the“Tourism Vision to Support Tomorrow’s Japan”that was established in 2016, the Japanese

Government released the clear goals of 60 million foreign tourist visitors and 15 trillion yen in the consumption
annually in 2030, and these numbers are being aimed for through various efforts.
As a result of these efforts, at the end of 2018 the annual number of inbound tourists exceeded 30 million
annually for the first time and the number of foreign tourists continues to increase each year. On the other
hand, foreign independent tours (FIT) in which travelers make independent airline and accommodation
reservations are increasing and the need for an improved environment to enable smooth and comfortablemobility for such independent travelers is an urgent issue.
●Transition of inbound foreign tourists

Source: Japan National Tourism Organization (JNTO)

Thus, from 2017, we are supporting the funding, know-how and consensus-building of two groups that are
improving transport means and enriching guide information for smoothly moving foreign tourists.
In April 2017, we publicly invited support groups and received 22 applications from around the nation. Two
support groups were selected by the“Committee for the Promotion or Smooth Transport for Foreign
Tourists in Various Areas”(Chairman : Haruno Ishida, Specially - appointed Professor of University ofTsukuba) which had been established within this Foundation. Support was provided until the end of March
2020.

●The work of the support groups
Group

Tokachi Area
Intermodal Passenger
Transport Vitalization
Promotion Council

Project name and summary of 2019 work

Tokachi Area Project for the Smooth Transport of Foreign Tourists.
We created multilingual signage for bus stops, revised the signage used on ticket machines for airport
buses, and rode on buses to monitor conditions and to verify and evaluate the results of these activities.
Miyoshi City “Sennen-no-kakurenbo Smooth Transport Project for Tourist Areas”

Miyoshi City

Along with creating sightseeing and excursion maps for the area around Awa Ikeda Station, we also
examined and introduced secondary transport that could be used for tourism.

72

4 Measures by local governments, companies, citizens’ organizations, etc.
●Miyoshi City Awa Ikeda Station Walking
Map●Tokachi District Project bus stop signage⑦Eco-Products 2019 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 2019 data: Exhibitors: 515 companies and organizations. Visitors: Approx. 150,000. Eco-Mo
Foundation booth visitors: Approx. 4,500)

73

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑧Promotion of usage of carbon offsets in the transport 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 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 transport and tourism sector, in December 2009
the Eco-Mo Foundation established the“Transport 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 transport bureaus and a wide range of companies, including
major private rail operators, bus companies, taxi companies, truck companies, and tourism companies.
●Example of carbon offsets using the support systems

Implementing company: 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 standLeaflet74

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

⑨Promotion of Green Slow Mobility

The waning of public transport in provincial areas of Japan has produced a greater environmental impact

as the result of growing use of personally-owned vehicles and created mobility problems for senior citizens
unable to drive.
Green Slow Mobility have little environmental impact and can coexist harmoniously with pedestrians andcars due to their low maximum speed of under 20km/h. Hopes are high for the potential these vehicles haveto address environmental impact and reduced senior mobility problems when used for living activities withincommunities and as a means of transport in tourist destinations, helping achieve an even lower carbon society.
Golf carts have been permitted to drive on public roads since 2014, and societal pilot tests have finallybegun. Since 2018, efforts have been made to increase the promotion of Green Slow Mobility through nationalverification experiments, vehicle purchasing subsidies, etc.
The use of golf carts in Wajima City and Ofunato City has been observed, promotion scenarios for a range
of uses have been studied, and the results have been presented in a seminar in 2016.
In 2017, a study began of the personal use of golf carts in the U.S., with an eye towards permitting thepersonal use of golf carts in Japan in the future.
Along with carrying out demonstration experiments in 2018 at the three areas adopted (Yokohama City,
Wajima City and Matsue City), test drives were also carried out in areas such as Otaki Town, Toshima andKyoto City.
In 2019, the Eco-Mo Foundation continued to lend its experimental vehicles, to hold training sessions, and toshare its operation know-how.
●Training session - drivers' training (Wajima)●Training session - driving practice on actual
public roads (Wajima)●Training session - keynote lecture (Kiryu)●Training session - driving practice on actual
public roads (Kiryu)

75

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑩Publication of “Transport and Environment in Japan”

The Foundation has published“Transport and Environment in Japan,”which provides basic data and thelatest countermeasures against the environmental problems and challenges of the transport sector (global
warming, air pollution, waste, recycling, sea pollution, noise, etc.), as well as introducing the activities of local
governments, businesses, citizens’
groups, the Eco-Mo Foundation, and more. Since 2015 an English version
has also been published to showcase Japan’s transport environment measures and countermeasures overseas.
(The English version can be downloaded from the Eco-Mo Foundation website.)●Transport and Environment in Japan 2019

Transport and Environment in Japan 20192019Transport andEnvironment
in JapanFoundation for Promoting Personal Mobility and Ecological Transportation

Publisher
Foundation for Promoting Personal Mobility
and Ecological Transportation76

1 Noise related measures

Ⅳ．Measures in Response to Other Environmental Issues
1 Noise related measures（1）Automobile noise countermeasures
A study of motor vehicle noise environmental standard compliance status conducted in 2017 found that of
the 8,721,400 homes studied, 532,200 (6.1%) homes had motor vehicle noise levels which exceeded
environmental standards either during the day (6:00 a.m. to 10:00 p.m.), at night (10:00 p.m. to 6:00 a.m.), or
both. 248,300 homes (2.8%) exceeded environmental noise standards both during the day and at night.
Of the 3,701,600 homes in areas along major arterial roads, 384,600 (10.4%) homes exceeded environmental
noise standards during the day, at night, or both. Of those, 175,000 (4.7%) homes exceeded environmental noise
standards both during the day and at night.
Changes in the compliance of environmental noise standards must take into consideration changes in thehomes investigated each year, but within the reported scope there appears to have been a gradualimprovement over time.
Broken down by road type, the largest share of homes in areas exceeding environmental noise standards
either during the day, at night, or both were located near urban expressways. Of the approximately 88,000
homes located in these areas, approximately 10,900 homes (12.2%) exceeded environmental noise standards.
(Source: Ministry of the Environment "Automobile Transport Noise in 2017")
This information is provided together with corresponding maps on the Nationwide Motor Vehicle Noise
Map (Environmental GIS Motor Vehicle Noise Survey Report) website, operated by the National Institute forEnvironmental Studies (NIES).
●Nationwide Motor Vehicle Noise Map

Source: NIES

77

Ⅳ．Measures in Response to Other Environmental Issues（2）Rail noise countermeasures
In regard to noise from Shinkansen trains, based on“About the Environment Standards Associated with
Shinkansen Railway Noise”that was announced by the Environment Agency in 1975, measures, such as
setting up and raising soundproof walls, have been carried out in order for the environment standards to beattained.
Of these measures, for the noise associated with the Tohoku (between Tokyo and Morioka), Joetsu, Tokaido
and Sanyo Shinkansen lines, the“75 Decibel Countermeasures”are currently being promoted by related
government institutions and the operators in order to bring the noise levels down to below 75 decibels in thetarget areas, which include densely populated areas.
So far, the 75 Decibel Countermeasures have been enforced across stages 1 to 5, and extra measures arebeing taken for places that exceed 75 decibels in the measurement points of the target areas, as found in astage 5 survey associated with the Tohoku, Joetsu and Sanyo Shinkansen lines. Also, in places outside thetarget areas there are still locations that haven’t achieved 75 decibels, and so the “75 DecibelCountermeasures”have been promoted to achieve the environment standards.
In addition, in regard to noise from conventional railways, based on the“Noise Countermeasure Guidelines
Regarding the New Construction or Large Scale Improvement of Conventional Railway Lines”that was
notified by the Environment Agency in 1995, measures such as rail welding for long rail have been promoted
in order to meet these Guidelines.

（3）Airplane noise countermeasures
Aircraft noise countermeasures in Japan can be broadly
categorized into source control, improvement of the airport
structure and environmental measures in areas●Eco-airport conceptual diagram
Surrounding environment measures and countermeasures
In order to reduce or eliminate the eﬀects of noise, soundprooﬁng construction, etc., is implemented for houses and schools, etc.,
and green space improvements are made to both improve living environments and act as global warming countermeasures. Eﬀorts
are also made to establish and maintain new noise compatible facilities and to promote the use of relocation compensation sites

being implemented in a balanced way according to theAirfront Oasis

Distribution
facilities and stores

Noise berm

surrounding airports. Combinations of these measures are
City planninggreen space

Water quality
management

characteristics of each airport.

Improvement ofsilencing facilities

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

Introduction of
low-emission
vehiclesoperation method and restrictions on departures andlandings. As a result of advancements in noise reduction

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

Introduction ofalternative energy
sources

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

technology, the latest aircrafts can achieve anapproximately 30dB noise level reduction in comparison to

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

aircrafts 50 years ago.
As for improvement of the airport structure, efforts are being made to open offshore airports where theeffects of noise are minimal, as well as to install sound-insulating walls.
With regard to environmental measures in areas surrounding airports, based on the Act on Prevention of
Damage Caused by Aircraft Noise in Areas Around Airports (Act No. 110 of 1967), subsidies for noise
prevention works in residences and schools are being granted and development of green belts, etc. is being
carried out.
The Eco-Airport Guidelines were established in order to assist with environmental protection and creation
for airports and their surrounding communities. Based on these guidelines, eco-airport design is being
implemented in airports through measures such as the creation of environmental plans for airports and theirsurrounding areas, and through support for the installation of Ground Power Units (GPUs).
78

2 Sea pollution countermeasures

2 Sea pollution countermeasures（1）Large scale oil spill countermeasures
One of the major factors behind the large scale oil spills in recent
years is the existence of ships which do not meet the standards set
forth in marine safety and sea environmental conservation treaties● Coverage scope of system of 3
large dredging and oil reclamation
ships
3 ship oil recovery
areas(sub-standard ships). In order to eliminate these ships, Japan isparticipating in international efforts such as the creation of an

HakusanSeiryu Maru
Kaisho Maru

Hakusaninternational ship database (EQUASIS), as well as enhancing port

Niigata
Nagoyastate control (PSC) by performing onboard inspections of foreign

Kitakyushu

vessels stopping in Japanese ports confirming that they meet treaty
standards.

Seiryu Maru
Kaisho Maru

The creation of a system, advocated for by the Japanese
government, for checking that flag state governments are fulfilling
their duties to monitor and supervise ships flown under their flags wasapproved at the 2005 IMO general meeting as a voluntary system.

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

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

Based on the efforts that followed, this system was made mandatory from January 2016.
Japan maintains three large dredging and oil reclamation ships to quickly reach and clean up oil spills in theseas around Japan, and in accordance with the Act on the Prevention of Sea Pollution, a joint public-private oil
pollution prevention and cleanup system has been created. Furthermore, Japan, China, the Republic of Korea,
and Russia have established a collaborative system for cleaning up large spills of oil or hazardous substancesin the seas around Japan, the Sakhalin area, and Okhotsk. The system of international collaboration andcoordination is being strengthened through the“Action Plan Area for the Protection, Management andDevelopment of the Marine and Coastal Environment of the Northwest Pacific Region (NOWPAP) Oil andHazardous and Noxious Substances (HNS) Spill Contingency Plan”(2008).

（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 theInternational Maritime Organization (IMO) adopted the Ballast Water Management Convention in order toregulate ballast water countermeasures using a consistent global standard. Japan became a party to theconvention in October 2014.
As of November 2013 nine ballast water management systems have been approved. The first unit of the“JFE Ballast Ace”, a ballast water processing system developed by JFE Engineering Corporation andcommercially released after being the first system to receive model approval by the MLIT, was installed inAugust 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 ozone-based ballast water processing
system, jointly developed by Mitsui Engineering & Shipbuilding, the Japan Association of Marine Safety, andfive other companies, which received approval by the MLIT in June 2011.

79

Ⅳ．Measures in Response to Other Environmental Issues

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

Summary of SOx regulations

MARPOL Treaty

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

Designatedsea areas
(ECA)

2012
4.5%

2020

2015

0.5%

3.5% (Class C heavy oil)

（Low sulfur fuel oil ）to1.0% (Equivalentclass A heavy oil)

0.1% (Equivalent to light oil)◆Designated sea areas
North Sea / Baltic Sea

North American
coast, etc

Source: MLIT (Tentative Translated by Eco-Mo Foundation)80

4 Chemical substances countermeasures

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

Dredging

these chemicals cause to the human body. The MLIT

Dredgedsediment（slurry）

Cycloneseparator

is studying dioxins and implementing countermeasures,

Vibratingstrainermonitoring marine pollution conditions, and carryingout other measures by establishing a“Fundamental
Policy Regarding Countermeasures Against Sediment
Dioxins”, technical guidelines concerning the removal

Sand andstones

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

environmental standards for sediment, and revising theRivers, Lakes, etc.” (the River Manual) and theIntermediate
processing
Mechanicaldehydrator

Dehydrating
assistantMechanicaldehydration

Mud Slurrytank tank

Dehydrated
soil

Eﬀective use of separated sand

Reduction of volume of dredged sediment
Dried polluted
soil

MeltingHarmless slag

Melting
1400℃

of sediment in ports with dioxin levels exceeding“Manual of Sediment Dioxin Countermeasures forFine particles

Slag
Melting method
Polluted dredged sediment isbroken down and rendered harmless

Eﬀective use as soil material（Note） The ﬁgure above shows an overview of the processing and disposal process.
Speciﬁc methods in actual use may vary.

Source: MLIT (Tentative Translated by Eco-Mo
Foundation)“Technical Guidelines Regarding Sediment Dioxin
Countermeasures for Ports”(the Port Guidelines).

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

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

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

81

Ⅳ．Measures in Response to Other Environmental Issues（3）Asbestos countermeasures● Asbestos countermeasurepamphletAsbestos, used in various facilities, such as warehouses and storage
sheds, present a life-threatening hazard. The buildings constructed in the
1970s and onwards, when large amounts of asbestos were imported, arereaching the ends of their lifespans and will be dismantled, so it isimportant to implement preemptive measures to prevent this work from
causing public harm.
The MLIT is following up on the status of asbestos removal andscatter prevention measures for facilities under its jurisdiction in orderto advance the removal of asbestos from existing buildings. In addition,measures for removing spray-applied asbestos insulation in existingbuildings are being promoted though activities such as subsidies forresidence and building safety stock formation operations and local
housing subsidies.

Source: MLIT

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

（4）PRTR(Pollutant Release and Transfer Register) system
There is growing interest around the world in environmental ●PRTR pamphlet
pollutants such as environmental hormones and new chemical substances
produced by high-tech industry. In 1992 the UN Conference on
Environment and Development (Earth Summit) indicated the need for asystem for managing the discharge and movement of hazardous
chemicals in order to reduce their inherent risks.
In response, in 1999 Japan formulated the“Act on Confirmation, etc.
of Release Amounts of Specific Chemical Substances in the Environment
and Promotion of Improvements to the Management Thereof (PRTR
Law)”. This act defines a system for confirming, tabulating, and publicly
releasing data on which of a wide range of hazardous chemicals havebeen produced, by whom they were produced, how much of thechemicals have been released into the environment, and how much of
the chemicals have been taken off from company properties in the form

Source: METI and MOEof waste products. This system has been in effect since 2001.
Under this act, warehouse operators (limited to warehousing to store farm products or to store gas or liquidin storage tanks) and automobile maintenance operators are also required to report transfers of specified
chemical substances.

82

5 Ozone layer destruction prevention

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

Deviation

Terrestrial observation data

（Year）

This graph shows the percentage of increase or decrease in the average amount of ozone worldwide compared to the average amountfor the 1970 to 1980 period.* These value changes have been adjusted to eliminate the influence of seasonal variation. The solid lines
indicate data from terrestrial observation sites, and the dots indicate averaged satellite observation data between N70 and S70 degrees
latitude. The terrestrial observation site data was supplied by the World Ozone and Ultraviolet Radiation Data Centre. The satellite
observation data was obtained from data supplied by the US National Aeronautics and Space Administration (NASA).
Note: The period before the prominent damage to the ozone layer

83

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
Package A/C GHP(gas heat pump A/C)

In town
Package A/C

Package A/C

Vending machines
Chilled showcases
Turbo freezers

Icemakers

Beer servers

Freezer showcases

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

Water
coolers
Air handling units(chiller secondary units)

The penalty for reckless releasing of
ﬂuorocarbons is imprisonment of for up
to 1 year or a ﬁne of up to 500 thousand yen.
Source: METI and MOE (Tentative Translated by Eco-Mo Foundation)84

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)85

Ⅳ．Measures in Response to Other Environmental Issues

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

（1）Climate change observation and monitoring
International efforts aimed at tackling global ●Atmospheric environment monitoring network
environmental issues such as global warming are being
enhaced. In addition to its previous ongoing efforts, theJMA is implementing the following measures inaccordance with the“Strategic Policy Regarding Future
Global Environmental Operations”, formulated andGreenhouse gas, etc. observation(Showa Station (Antarctica) only
performs terrestrial ozone observation)

Navigation routes of observation ships
Sunlight radiation observation
Ozone layer / ultraviolet
sunlight observation

Sapporo(Minamitorishima Island only performs
ozone layer observation)

Observation of chemicalcomposition of precipitation

Ryori

Showa Station(Antarctica)

Tsukuba

Fukuokaannounced in 2008.

Ryofumaru
Yonaguni

In order to assess greenhouse gas conditions, theMinamitorishima

Naha

Ishigakijima
Keifumaru

amount of CO2 in the atmosphere is being measured atthree locations in Japan and the amount of CO2 in the

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

surface sea water and the air above the northwest Pacific

Ocean is being measured by marine weather observation vessels. Furthermore, since 2009 precise sunlightand infrared radiation measurements have been performed at five locations in Japan.
Sea level increases levels caused by global warming are also being monitored, and information is being
released regarding long-term sea level changes along the coast of Japan.
In order to achieve more accurate climate change monitoring and seasonal forecasts, a“Long Term ReAnalysis Project”is being carried out in conjunction with the Central Research Institute of Electric Power
Industry. This project analyzes past global atmosphere conditions using consistent methodology, and thefindings of the project are being released to research organizations in Japan and abroad.
“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 and changes
are also released.

Ryori

Minamitorishima●Climate change monitoring report
気 候 変 動 監 視 レポ ー ト

Yonagunijima

２０１８

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

気候変動監視レポート
2018
世界と日本の気候変動および温室効果ガスとオゾン層等の状況（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007

High

Changes in carbon dioxide concentration over time at Ryori, Minamitorishima, and Yonagunijima (top)Changes in planetary carbon dioxide concentrations calculated from observation results (bottom)

令和元年７月気

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

象庁

Source: JMA

86

6 Global environmental observation and monitoring（2）Himawari 8 and 9
Himawari 8 and 9 are the successors to the Himawari 7 ●Monitoring capability improvements provided
by Himawari 8/9(MTSAT-2) satellite, a multipurpose transport satellite
currently in operation. Himawari 8 was launched in

Doubled horizontal resolution
Himawari 6/7

Himawari 8/9

Visible1km

VisibleInfrared 4km

Infrared

October 7, 2014, and after performing confirmation testingof its functionality while it orbited, full-fledged operation
began on July 7, 2015, taking over from Himawari 7.

High resolution

0.5-1km Visible
2km

Himawari 6/7

Himawari 8/9

1 band（B/W）

2 bands（Color）

None

3 bands

4 bands

10 bands

Development of
new perspectives

Reduced full disk observation time
Near

Himawari 9 was launched in 2016, and will remain in orbit

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

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

Increased number of bands（channels）

High frequency

attention.

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

Source: JMA (Tentative Translated by Eco-Mo
Foundation)（3）Sea observation and monitoring
The sea absorbs CO2, a greenhouse gas, and retains heat, moderating global warming. Sea changes are
intrinsically linked to typhoons and anomalous weather conditions, so accurately assessing sea conditions is an
important part of responding to global environmental problems.
In order to immediately monitor and assess sea changes throughout the world the MLIT is coordinatingwith other related ministries and agencies, engaging in international collaboration with organizations such as
the World Meteorological Organization (WMO) to carry out the Argo project, deploying devices (Argo floats)around the world to automatically observe conditions within the sea.
●Overview of Argo project monitoring and Argo float distribution
60'E
150'E
120'W
30'W0'
20' 40'0' 60' 30'E
80' 100'
120' 90'E
140' 120'E
160' 180'
200'180'220' 150'W
240' 260'
280'90'W
300' 60'W
320' 340'
0'30'W
90'N
90'N
80'
80'
60'
60'N

60'
60'N

Surface

40'
30'N
20'

40'
30'N
20'

0' 0'

0' 0'

1000m

-20'
30'S
-40'

-20'
30'S
-40'

Middle layer

60'S
-60'

60'S
-60'

Deployed

Sinks to 1000m and drift

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

Argo
ﬂoats deployed at sea by marine weather
海洋気象観測船等により海洋に投入されたアルゴフ
observation
vessels or other vessels
sink to a depth
ロートはおよそ10日ごとに水深約2,000mまで降下・
of approximately 2,000m every 10 days and then
浮上を繰り返し、その際に測定される水温、塩分のrise again, obtaining vertical water temperature and鉛直データを、衛星を経由して自動的に通報します。
salinity
data and automatically reporting it bytransmitting it via satellite.

-80'
-80'
90'S
90'S
20' 40'0'60' 30'E
80' 100'
120' 90'E
140' 160'
200'180'220' 150'W
240' 260'
280'90'W
300' 60'W
320' 340'
0'30'W
60'E
120'E180'
150'E
120'W
30'W0'

Worldwide
distribution of Argo ﬂoats reporting data
過去１か月にデータを通報した全世界
withinでのアルゴフロートの分布（2020年
the past month（3,865 ﬂoats as of January
3,2020.
215 of these ﬂoats are Japanese, indicated
1月3日時点3,865個、このうち日本
with a（●）.）のフロート（●）は215個）

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

87

Ⅳ．Measures in Response to Other Environmental Issues

The JMA collects and analyzes data from various sources, such as observation vessels, Argo floats, andsatellites, and releases“Marine Health Diagnosis Tables”, comprehensive diagnoses and future predictions
regarding sea change conditions related to the global environment.
The Japan Coast Guard's Japan Oceanographic Data Center collects and manages sea data from Japanese
oceanic research organizations, and provides it to related organizations and the general public.

●“Marine Health Diagnosis Table”
Yearly average sea surface temperature (global average) annual deviation trend■ Diagnosis (2018)•In 2018, the sea surface temperature was 0.22°C higher than the average annual sea surface temperature (global average). Thiswas fourth highest value since statistics were first recorded 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 0.54°C per century.

Trend=0.54 (°C/100 years)

Sea surface temperature annual deviation (°C)

Average annual value: Average for 1981 to 2010Year
Annualdeviation

5 yearmoving averageLong-termchange 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 areconnected with a blue line. The long-term change trend is indicated with a red line.
The average annual value is the average value for the 30 year period from 1981 to 2010.

Source: JMA (Tentative Translated by Eco-Mo Foundation)（4）Ozone layer observation and monitoring
In order to protect the ozone layer, which absorbs●UV index (max daily values)

harmful ultraviolet radiation from the sun, the production,use, and trading of fluorocarbons and other ozone layer

INDEX

destroying substances is internationally 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 thestrength of ultraviolet radiation.

Source: JMA

88気象庁 | 南極域の月平均オゾン全量分布図（各年10月の分布図）
6 Global environmental observation and monitoring

2020/1/4（5）Promotion of regular observation at the south pole

ENGLISH

カスタム検索The Geospatial Information Authority creates topographical and other maps based on reference point
ホーム

防災情報
各種データ・資料
気象庁についてmeasurements, gravity
measurements,
continuous GPS知識・解説
observation, barerock area change案内・申請
measurements,

and photographic measurements. The results contribute to research regarding global environmental changes

ホーム > 各種データ・資料 > 地球環境・気候 > [地球環境情報] オゾン層・紫外線 > オゾン層のデータ集 >南極域の月平均オゾン全量分布図（各年10月の分布図)
in the south pole area, etc., and international activities focusing on land measurement and geographicalinformation.
南極域の月平均オゾン全量分布図（各年10月の分布図)
At the Showa Base the JMA is performing continuous sunlight, radiation, and land and high altitude
衛星によるオゾンホールの観測

meteorological observation. This observation is effectively utilized in international measures, contributing to

南極域のオゾン全量分布図（10月）
1979年～2019年
climate change research and monitoringof the south pole ozone hole.
2019

The Japan Coast Guard carries out sea floor topological surveys. It also performs tidal observation, which
年 表示

contributes to monitoring of sea level changes, which are closely linked to global warming.

●Total ozone
distribution map in the Anarctic region (October) 1979 to 2019
南極域のオゾンホールが現れる前の1979年と2019年それぞれの10月の平均オゾン全量の南半球分布。
Distribution of average ozone levels in October in the
Anarctic
region in 1979, before the southern hemisphere ozone hole appeared, and in 2019.
220m
atm-cm以下の領域がオゾンホール。
The region with a concentration of 220m atm-cm or less is the ozone hole.
※。
米国航空宇宙局(NASA)提供の衛星データをもとに気象庁が作成
Created by the JMA based on satellite data provided by the NASA
For※使用した衛星データの詳細については、「オゾン層・紫外線の年のまとめ」の付録1「解析に使用した観測資料」を参照願います。
details on the satellite data used, please refer to Attachment 1 “Observation Material used in Analysis” of “Yearly Summary of the Ozone Layer and Ultraviolet
Rays”.

October 1979

October 2019

Created by the JMA based on satellite data provided by the NASA
Source: JMA and NASA (Tentative Translated by Eco-Mo Foundation)
このページのトップへ

気象庁︓〒100-8122東京都千代田区大手町1-3-4 代表電話︓03-3212-8341
著作権・リンク・個人情報保護

利用上の注意について（免責事項）

89
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1/1

Ⅳ．Measures in Response to Other Environmental Issues

7 Adaptation Measures for Climate Change in theLand, Infrastructure and Transport Sectors
In order to deal with the effects from climate change that accompany global warming, not only“mitigation”
by restraining greenhouse gas emissions, but also“adaptation”to the already appearing effects and the longterm effects should be promoted.
The MLIT, which controls various sectors including territory preservation and is responsible for making
territories and regions safe and secure, established the“MLIT Climate Change Adaptation Plan”in November
2015, and afterwards in November 2018 carried out a revision that takes into account the latest policies.
The transport and infrastructure sector is already experiencing subway flooding and pavement collapses
caused by record rainfalls and typhoons, transport interruptions due to snowfall, and other problems. In the
future heavy rains, strong typhoons, and violent weather phenomena such as tornados are expected to occur
more frequently, and there are concerns of growing climate risks.
Given these situation, there is a strong need to smoothly secure infrasturactures and personnel.
●Overview of the MLIT Climate Change Adaptation Plan (Summary of policies by sector)
Potential impact of climate change on transport and infrastructure(Natural disasters)
Frequent flooding, extremely large-scale flooding, increase in landslide frequency, significant impact on harbors and coasts(Water resources/environment)
Greater drought frequency, water quality changes(Peoples’ lives, industrial activity, etc.) Increased risks to transport infrastructure, large-scale rise in temperatures in urban areas, impact of storm andflood damage on distribution and tourism
Natural disasters

Water resources/environment¡Flood damage• Use facilities to prevent disasters involving flooding and relatively frequent external
forces from occurring• When facilities are subject to external forces which exceed their capacity, mobilize all
Frequency of inundations above floor level
personnel to implement measures to minimize damage• Disaster risk evaluation• Disaster risk information sharing
1) Disaster prevention measures for external forces with relatively high disaster risks• Thorough facility maintenance• Improvement of functionality of existing facilities• Design of facilities to minimize reworking, etc.
Frequency of inundations
above floor level2) Disaster mitigation measures for external forces which exceed facility capacities① Facility measures involving operation, structure, maintenance procedures, etc.
② Flood mitigation measures integrated with town planning and community development③ Evacuation, first-aid activity, business continuity, and other preparation¡Landslide disasters• Measures to address rise in landslide frequency, deep-seated landslide countermeasures• Warning and evacuation for landslides with little lead time
[Use in detailed disaster risk information• Land usage, dwelling styles, etc., that take disaster risks into consideration
evacuation decisions, town planning, etc.]¡High tides and tidal waves, etc
1) Harbors• Sea phenomena monitoring and regular evaluation for harbors• Countermeasures for external forces which exceed protection levels, etc.
2) Coasts• Disaster risk evaluation and countermeasures for individual disaster risks• Enhancement of coastal erosion countermeasures, etc.

¡Water resources• Measures for thoroughly leveraging existing facilities, using rainwater and reclaimed water, minimizing critical drought damage, etc.
¡Water environments• Monitoring and forecasting related research, water quality improvement measures

Infrastructure
measures¡Promotion and awareness raising, information provision• Promotion and awareness raising regarding disaster prevention and climate change information• Provision of geospatial information, etc.

Daily life/urban life
¡Transport infrastructure• (Rail) Flooding countermeasures for subway stations, etc.
• (Harbors) Business continuity plan (harbor BCP) formulation• (Airports) Hazard maps, airport snow removal system review and revision• (Roads) Safety, high reliability road network improvement, promotion of
telephone pole-free design, Active use of bicycle[Subway station flood prevention
using water blocking boards]• (Distribution) Distribution BCP, improvement of disaster support･supply
storage agreements, countermeasures for transport obstacles for rail cargo
movement¡Heat islands• Ground surface covering improvements (promotion of installation of rooftop
gardens on private land and public spaces, etc., urban park improvement,
treated sewage water usage, etc.)• Reduction of artificial exhaust heat (energy savings in houses and buildings, promotion of [Rooftop gardens on private land]
low-emission vehicles, more use of bicycle, promotion of usage houses of sewage heat, etc.)¡Observation, research, and technical development• Climate, sea level, and land observation and monitoring• Climate change forecasting, analysis of snow and ice environment change trends, etc.
• Impact of growing external forces on flooding and inland water measures and countermeasures

Industrial/
economic activity• Use of Northern
Sea routeArchitec Sea• Measures for providing
information to foreign
travelers andcountermeasures fordamages by rumors¡International contributions• Global provision of Japanese disaster sector technologies and expertise• Participation in international observation, monitoring, and research, etc.

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

90

List of Abbreviations
BRT (Bus Rapid Transit)
CMP (Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol)
CNG (Compressed Natural Gas)
COP (Conference of Parties to the UNFCCC)EDMC (the Energy Data and Modelling Center)
ELV (End-of-Life Vehicle)
ETC (Electronic Toll Collection System)
EU (European Union)
GIO (The Greenhouse Gas Inventory Office of Japan)
ICT (Information and Communication Technology)
INDC (Intended Nationally Determined Contribution)
IPCC (Intergovernmental Panel on Climate Change)
ISO (International Organization for Standardization)
ITS (Intelligent Transport Systems)
JCM (Joint Crediting Mechanism)
JMA (Japan Meteorological Agency)
LED (Light Emitting Diode)
LNG (Liquefied Natural Gas)LPAA (Lima-Paris Action Agenda)
LRT (Light Rail Transit)
METI (Ministry of Economy, Trade and Industry)
MLIT (Ministry of Land, Infrastructure, Transport and Tourism)
MOE (Ministry of the Environment)
NASA (US National Aeronautics and Space Administration)
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)

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Transport and Environment in Japan 2020
Published September 2020

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/