2023

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 2023”,
published in March 2023 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 2022… …………………

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…
warming… ………………………………………………………………… 2（２）The（２）
The United Nations Framework Convention on Climate Change, the Kyoto Protocol, and Paris Agreement…
Agreement………… 5（３）Current（３）
Current status of global warming issues in Japan…
Japan……………………………………………… 9（４）Current（４）
Current status of global warming issues in the transport sector…
sector… ……………………… 11（Column:（
Column: Automobile ownership rates around the Worldorld））… ………………………………… 15

2 Current status of automobile gas emissions…………………………………………………… 16
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（１）
Transport sector countermeasures…
countermeasures… ……………………………………………………………… 20（Column:（
Column: Definition of the levels and the status of initiatives regarding autonomous driving）
driving）……… 26（Column:（
Column: Air Environment-friendly SS (e→AS)
e→AS)））… ……………………………………………… 27（Column:（
Column: Effectiveness of car sharing in reducing environmental impact）
impact）……………… 43（２）Energy（２）Energy Saving Act-based measures…
measures………………………………………………………………… 44（３）International（３）
International maritime and air transport sector countermeasures…………………………
countermeasures………………………… 47（Column:（
Column: Emissions trading system measures）
measures）………………………………………………… 48

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

3 Creation of a recycling-oriented society… ……………………………………………………… 52（１）Creation（１）
Creation of recyclable resource distribution systems…
systems… ……………………………………… 52（２）Creation（２）
Creation of vehicle recycling system…
system… …………………………………………………………… 53（３）Ship（３）
Ship recycling………………………………………………………………………………………………
recycling……………………………………………………………………………………………… 54

4 Measures by local governments, companies, citizens’
citizens’ organizations, etc.……… 55（１）Measures（１）
Measures by local governments…
governments……………………………………………………………………… 55（２）Measures（２）
Measures by companies in the transport sector…
sector… …………………………………………… 58（３）Measures（３）
Measures by citizens’
citizens’ organizationsorganizations…………………………………………………………………… 67（Column:（
Column: Nationwide Bus Map Summit (B(Bus map creation initiative by citizens)）
citizens)）……… 68（４）Measures（４）
Measures by the Eco-Mo Foundation…
Foundation… …………………………………………………………… 69

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

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

3 Ship exhaust gas emissions countermeasures… …………………………………………… 81
4 Chemical substances countermeasures… ……………………………………………………… 82（１）Dioxin,（１）
Dioxin, etc. countermeasures…
countermeasures… ……………………………………………………………………… 82（２）Endocrine（２）
Endocrine disruptors countermeasures…
countermeasures… ………………………………………………………… 82（３）Asbestos（３）
Asbestos countermeasures……………………………………………………………………………
countermeasures…………………………………………………………………………… 83（４）PRTR（４）PRTR (Pollutant Release and Transfer Register) system…
system… ………………………………… 83

5 Ozone layer destruction prevention… ……………………………………………………………… 84
6 Global environmental observation and monitoring…………………………………………… 87（１）Climate（１）
Climate change observation and monitoring…
monitoring……………………………………………………… 87（２）Himawari（２）
Himawari 8 and 9…
9… ……………………………………………………………………………………… 88（３）Sea（３）
Sea observation and monitoring………………………………………………………………………
monitoring……………………………………………………………………… 88（４）Ozone（４）
Ozone layer observation and monitoring……………………………………………………………
monitoring…………………………………………………………… 89（５）Promotion（５）
Promotion of regular observation at the Antarctic…
Antarctic……………………………………………… 90

7 Adaptation Measures for Climate Change in the Land,
Infrastructure and Transport Sectors……………………………………………………………… 91
List of Abbreviations…
Abbreviations… ………………………………………………………………………………………… 92

Ⅰ．Developments Related to Environmental Issues in 2022
There was a great deal of developments in 2022, both inside Japan and overseas, related to environmental
issues with the backdrop of the effects of the coronavirus pandemic. Below are some of the developments inglobal 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.
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 FY2030 compared to FY2013 (25.4% reduction compared to FY2005) (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.
On May 13, 2016, the Japanese cabinet approved the Global Warming Countermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
This plan indicates measures to be taken by each entity as well as by the government for the interim goalof reducing 26% by FY2030 compared to FY2013 level and provides a roadmap for achieving the long-termgoal of reducing 80% by the year 2050.
It includes comprehensive transport sector measures such as automobile and road traffic flow measures, thepromotion of public transport usage, and logistics efficiency improvements.
Furthermore, in Japan, the Cabinet issued a decision titled“Japan’s Long-term Strategy under the Paris
Agreement”on June 11, 2019, a long-term strategy for the development with low greenhouse gas emissions
based on the Paris Agreement, and submitted it to the convention secretariat.
COP25 was held in Madrid, Spain, in December 2019, and although deliberation continued regarding theimplementation approach to use for market mechanisms, it was unanimously agreed to encourage signatory
countries to take ambitious climate change measures. It set in motion a framework under which all countries
will regularly update their greenhouse gas reduction targets and work toward achieving them.
As“carbon neutrality by 2050”has become a global trend, Japan declared that it would aim to becomecarbon neutral by 2050 in October 2020, set a new greenhouse gas reduction target for FY2030 of 46% below
FY2013 level (about 760 million tons of CO2), and continue to strive to reach the 50%-reduction target.
In October 2021, Japan revised the“Plan for Global Warming Prevention,”the“Basic Energy Plan,”and the“Long-term Growth Strategy under the Paris Agreement,”and submitted new targets for reducing Japan’sgreenhouse gas emissions under the Paris Agreement.
At COP26, which took place in Glasgow, UK, from the end of October through November, the“Glasgow
Climate Pact”was accepted, specifying that efforts to limit the increase in global average temperature to
1.5℃ should be pursued.
At COP27 held in November 2022 in Sharm el-Sheikh, Egypt, it was decided to take measures to support
loss and damage and to establish a loss and damage fund (tentative name) as part of such measures, inaddition to the adoption of the“Sharm el-Sheikh Implementation Plan,”which calls for increased efforts invarious areas of climate change measures, and the“Mitigation Work Plan”to achieve mitigation ambition andimprove its implementation up to 2030.

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,such as global warming and the destruction of the ozone
layer. For the next generation to receive a planet inwhich they can live in security, our generation must
rapidly implement countermeasures to these problems.

（1）Current status of global warming●Mechanism of the greenhouse effectModerate greenhouseeﬀect

Radiation into space
Greenhousegas
Sunlight
Infrared
light■The mechanism behind and impact of
global warming

Greenhouse eﬀect
with high concentrationof greenhouse gasses

Infraredlight

Sunlight

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 agreat deal of the light from the sun, as well as infrared radiation released from the earth’s surface. This
results in a warming of the atmosphere. They act like the glass in a greenhouse, raising the earth’stemperature. These gasses, which have kept temperatures in the range suited for life on earth, are calledgreenhouse 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. With regard
to the causal link between human activities and global warming, the Intergovernmental Panel on Climate
Change (IPCC) stated that“there is no doubt that human activities have induced atmospheric, ocean and land
warming”in the Working Group I Report (Natural Scientific Evidence) of the Sixth Assessment Report
released in August 2021. The report also indicated that the global average temperature for 2011-2020 was 1.09
[0.95 - 1.20] ℃ higher than that in the pre-industrial era (1850 - 1900), and the land temperature (1.59 [1.34 1.83] ℃ ) was higher than that of the sea surface temperature (0.88 [0.68 - 1.01] ℃ ).
As global consumption of fossil fuels continues to increase, atmospheric concentrations of greenhouse gases
will further increase, leading to global warming. The IPCC report states that the global average temperaturechange by the end of the 21st century compared to the pre-industrial era (1850-1900) will likely to be within
the range of 1.0 - 5.7℃ , and the average sea level by the end of the 21st century, which is calculated based on
the data obtained during 1995 – 2014, will likely to be within the range of 0.28 - 1.01 m. Global warming is
expected to increase the frequency and intensity of extreme weather events, and it is noted that, compared topre-industrial conditions, the extreme weather events that have occurred once every 10 years would be 9.4
times more in frequency and 5.1℃ more in intensity for extreme terrestrial temperatures, 2.7 times more in
frequency and 30.2% more in intensity for heavy terrestrial precipitation events, and 4.1 times more in
frequency with intensity greater by 1.0 standard deviation for agricultural and ecological droughts in arid
regions in a world with temperatures increased by 4℃ on average.

In the Paris Agreement, which was achieved at the 21st Conference of Parties (COP21) to theUnited Nations Framework Convention on Climate Change (UNFCCC) in 2015, it was stipulated thatthe increase in global average temperature should be well maintained within 2 ℃ compared to level
during the pre-industrial era, and that efforts to limit the increase to 1.5℃ should be continued. In
November 2021, the Glasgow Climate Pact was accepted at COP26 held in Glasgow, UK. In this pact,
they agreed that efforts should be made to limit the increase in global average temperature to 1.5℃
(Paris Agreement) and for that global carbon neutrality should be achieved by the middle of thiscentury. This will accelerate the movement toward carbon neutrality in the entire world.
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 translation 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 FY2019 carbon dioxide accounted for 91% 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 FY2020)● 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%

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

0.5% or less

Source: IPCC（2007）

Hydroﬂuorocarbons（HFCS）
Dinitrogenmonoxide（N2O）1.7%

4.5%

Perﬂuorocarbons（PFCS）

0.3%

0.2%

Methane（CH4）

Nitrogen triﬂuoride（NF3）

2.5%

Dinitrogenmonoxide(N₂O)

6%Methane (CH₄)

20%

Sulfur hexaﬂuoride（SF6）0.03%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)90.8%
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 the World Data Centre for Greenhouse Gases (WDCGG), the carbon
dioxide concentration in 2020 was 413.2ppm, significantly higher than the concentration before the industrial
revolution.

Carbon dioxide concentration (ppm)●The average concentration of carbon dioxide in the atmosphere(year)
Source: Japan Meteorological Agency (JMA) “Climate Change Monitoring Report 2021” (Tentative translation by Eco-Mo
Foundation)■Carbon dioxide emission volume by country

Carbon dioxide emission volume by country is as follows: China 28.4%, U.S. 14.7%, India 6.9%, Russia 4.7%,

followed by Japan at 3.2%. In terms of per capita emissions by country, Japan is number 8.
● Share of carbon dioxide emission volume bycountry (2019)● Per capita carbon dioxide emission volume bycountry (2019)

Brunei 0.02%
New Zealand 0.1%
Hong Kong 0.1%
Singapore 0.1%
Peru 0.2%
Chile 0.3%
Philippines 0.4%
Ukraine 0.5%
Malaysia 0.7%
Thailand 0.7%
Taiwan 0.8%
Vietnam 0.8%
France 0.9%
Italy 0.9%
UK 1.0%Australia 1.1%

Brunei
CanadaAustralia
U.S.
South Korea
RussiaTaiwanJapan
Singapore
Germany
Malaysia
China
New ZealandHong Kong
Italy
UK
Chile
FranceUkraineThailand
MexicoVietnamIndonesia
BrazilIndia
Peru
Philippine

Brazil 1.2%
Mexico 1.2%
Canada 1.7%
Indonesia 1.7%

Other

23.2%

China

29.5%

Global average
CO2 emissions
33.5 billion tons
U.S.

Japan

14.1%

India
Russia 6.9%

3.2%

4.9%

0

Germany 1.9%
South Korea 1.7%

5.7
5.1
5.1
4.8
4.4
3.8
3.6
3.3
2.9
2.2
1.9
1.7
1.6
1.3

5

11.4
11.3
10.8

8.4
8.3
7.7
7.4
7.1
6.7

10

15.2
15.0
14.5

15

18.8

20

tCO2/person

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2022”

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 2022, the European
Union (EU) and 197 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 UN, 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.
Japan decided on by the Global Warming Prevention Headquarters“Japan’s INDC (Greenhouse gas
reduction targets, etc. for 2020 and beyond)”in July 2015, and submitted it to the UNFCCC secretariat. Under
this INDC, Japan’s emissions reduction target was defined as“26.0% reduction in FY2030 compared to
FY2013 (25.4% reduction compared to FY2005) (approximately 1,042 million tons of CO2)”.
In November-December 2015, the COP21 took place in Paris, France. The Paris Agreement, a new legal
framework to fight against global warming after 2020, was accepted at this conference and effectuated on
November 4, 2016.

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 November 2022 COP27 are shown below.
Outcome of COP27, CMP17 and CMA4
November 22, 2022
Delegation of Japan
1. Outline
The 27th session of the Conference of the Parties to the United Nations Framework Convention on Climate Change (COP27),
the 17th session of the Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol (CMP17), and the
4th session of the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement (CMA4), as well as
the 57th session of the Subsidiary Body for Implementation and the Subsidiary Body for Scientific and Technological Advice,
were held in Sharm el-Sheikh, Egypt from November 6th to November 20th.
From Japan, Minister of the Environment NISHIMURA Akihiro participated in ministerial meetings which were held in thesecond week of the conferences. In addition, officials from the Ministry of Foreign Affairs, the Ministry of the Environment,
the Ministry of Economy, Trade and Industry, the Ministry of Finance, the Ministry of Education, Culture, Sports, Science andTechnology, the Ministry of Agriculture, Forestry and Fisheries, the Ministry of Land, Infrastructure, Transport and Tourism,
the Financial Services Agency, the Forestry Agency, and the Japan Meteorological Agency participated in the conferences.
At COP27, the cover decision“Sharm el-Sheikh Implementation Plan”, which calls for Parties to strengthen their actions ineach area of climate change countermeasures, and the“Mitigation Work Programme”, which aims to scale up mitigation
ambition and implementation, were adopted. In addition, funding arrangements for responding to loss and damage with theestablishment of a loss and damage fund, and the establishment of the transitional committee on the operationalization of the
new funding arrangement were also decided.
2. Summary of the Negotiations(1) COP/CMA Decision“Sharm el-Sheikh Implementation Plan”
The Sharm el-Sheikh Implementation Plan was decided, which includes the following topics such as Science and urgency;
Enhancing ambition and implementation; Energy; Mitigation; Adaptation; Loss and damage; Early warning and systematic
observation; Implementation-pathways to just transition; Finance; Technology transfer and deployment; Capacity-building;Transparency; Taking stock; Article 6 of the Paris Agreement; Ocean; Forest; and Enhancing implementation action by nonParty stakeholders. This plan recalls the COP26 cover decision“Glasgow Climate Pact”, and calls upon Parties to strengthen
their actions in the areas of mitigation, adaptation, loss and damage, climate finance and others.
In terms of mitigation, the Sharm el-Sheikh Implementation Plan recognizes the importance of the implementing actionsaligned with the 1.5̊C goal, and requests all Parties that have not yet done so to revisit and strengthen the 2030 targets intheir NDCs to align with the Paris Agreement temperature goal by the end of 2023. In addition, the plan calls upon Parties
to accelerate their efforts including the phasedown of unabated coal power and phase-out of inefficient fossil fuel subsidies.
Moreover, the Minister of the Environment, NISHIMURA participated in the High-Level Ministerial Roundtable on Pre-2030
Ambition, which was decided to be established in the Glasgow Climate Pact.
In terms of climate finance, the plan establishes the Sharm el-Sheikh Dialogue on Article 2.1 (c) of the Paris Agreement, which
stipulates to make the global finance flows consistent with the objectives of the Agreement, and decides to make a report on
developed country Parties’efforts in doubling of their adaptation finance that was decided in the Glasgow Climate Pact.
Other paragraphs of the plan mention to the need to address climate change and biodiversity loss in a comprehensive andsynergetic manner, the role of cities, and just transition.
In the negotiations, Japan stressed that all Parties should continue to take ambitious climate actions, built on the Glasgow
Climate Pact. In particular, mitigation actions aiming for achieving the 1.5̊C goal should not be stalled under the current
international circumstances, and, to this end, Japan suggested the plan include the need for all Parties to submit strengthened
NDCs and Long-term Strategies aligned with the 1.5̊C goal.
(2) Mitigation
The Mitigation Work Programme to urgently scale up mitigation ambition and implementation was adopted. The work
programme includes such elements as: the importance of achieving the 1.5̊C goal; setting the term to 2026 (continuation after
2026 may be decided later on) and considering the progress every year by taking up the programme as an agenda item atannual CMA session; setting thematic areas to all sectors and cross-cutting issues (including the utilization of Article 6 of
the Paris Agreement); setting up a work cycle including at least two dialogues per year and a report on annual progress;
facilitating participation of non-Party stakeholders; inputting the outcome to the High-Level Ministerial Roundtable on Pre2030 Ambition. Japan pointed out the importance of targeting all emission sectors and cross-cutting issues, both of which were
included in the work programme.
(3) Article 6 of the Paris Agreement and Clean Development
Mechanism (CDM) under the Kyoto Protocol
The reporting format of internationally transferred mitigation outcomes and guidance to registries, review guidance for
Article 6 technical expert, the rules for Article 6 paragraph 4 Mechanism, and processes for the transition of CDM activities
and certified emission reductions to the Paris Agreement were decided.
Regarding non-market approaches, development and operationalization of a UNFCCC web-based platform and schedule for
implementing the work programme activities were decided based on the discussion under the Glasgow committee establishedat COP26.
Regarding the processes and functioning of the CDM in the future, the secretariat will prepare a technical paper forconsideration on this issue in 2023.
(4) Adaptation
Annual progress of the“Glasgow Sharm el-Sheikh Work Programme on Global Goal on Adaptation”, which was adopted at
COP26, was taken stock, and next year’s work stream was decided (next year is second and the last year of the programme).
It was also decided that a discussion on setting up a framework including areas of priority and cross-cutting issues will takeplace.
(5) Loss and Damage
The structure, responsibilities and role of the secretariat and advisory board of the“Santiago Network”were decided for thefull operationalization of the network”,which catalyzes technical assistances for loss and damage.
(6) Climate Finance
Various agenda items were discussed, including long-term climate finance, post-2025 new collective quantified goal on climate
finance, Standing Committee on Finance (SCF), matters related to the Financial Mechanisms, and matters related to the61 Current status of global environmental problems

funding arrangements for responding to loss and damage associated with the adverse effects of climate change.
In particular on the newly adopted agenda item regarding the funding arrangements for responding to loss and damage
which was proposed by developing countries, ministerial consultations were held to fill the gaps of views expressed by bothdeveloped and developing country Parties. As a result of the ministerial consultations, it was decided to establish new funding
arrangements for assisting developing countries that are particularly vulnerable to the adverse effects of climate change;a fund for responding to loss and damage in the context of establishing the new funding arrangements; and a transitional
committee to make recommendations for operationalization of the funding arrangements including the above mentioned fund,and to submit the recommendations to the COP28.
Regarding long-term climate finance, as many developing countries strongly requested for a progress report on the collective
goal of mobilizing USD 100 billion per year by developed countries, it was decided to make the biennial progress report of the
USD 100 billion mobilization goal. In addition, at the request of developing countries, it was also decided to prepare a reporton the doubling of adaptation finance by 2025, which was committed by developed countries in the Glasgow Climate Pact lastyear.
Also, some developed countries including the EU and its Member States proposed a new agenda item to have a space of the
discussion on matters related to Article 2.1(c) of the Paris Agreement, while it was not adopted due to the opposition fromdeveloping countries. Instead, as mentioned above, it was decided in the CMA cover decision to launch the Sharm el-Sheikh
Dialogue to enhance understanding of Article 2.1(c).
(7) Global Stocktake (GST)The second technical dialogue was taken place. Japan made presentations on mitigation actions covering all-greenhouse gases
and all-economic sectors, and the efforts toward decarbonization at the local level, and the importance of locally led adaptation
actions in the dialogue.
It was decided to hold an intersessional consultation in April 2023 on preparation for the consideration of output componentsof the first global stocktake and convene an intersessional workshop in October 2023 to develop elements for it at COP28.
(8) Other agenda items
The discussions on the following broad agenda items were taken place: second periodic review; technology development andtransfer; capacity building; agriculture; research and systematic observation; response measures; gender and climate change;
Action of Climate Empowerment. Regarding technology development and transfer, the joint work programme of Technology
Executive Committee (TEC) and the Climate Technology Centre and Network (CTCN) to facilitate the collaboration between
the two entities was welcomed. Regarding agriculture, the establishment of the four-year Sharm el-Sheikh joint work on
implementation of climate action on agriculture and food security was also adopted as a succession of the Koronivia JointWork on Agriculture.
The election of members of the Constituted Bodies under the UNFCCC was also conducted and two Japanese members wererespectively elected and re-elected. Regarding COP28, it was agreed that the United Arab Emirates will host the session from
November 30th to December 12nd, 2023.
Two members of the Japanese delegation were assigned as the co-facilitators of two negotiation agenda items under COP,
CMP and CMA and took the lead in their respective negotiations.
3. Ministerial Meetings
The Minister of the Environment, NISHIMURA held 21 bilateral meetings with Australia, Canada, China, Egypt, the European
Commission, France, Germany, India, Italy, Lithuania, Marshal Islands, Mongolia, Netherland, New Zealand, Papua New Guinea,
Singapore, UK, Ukraine, the United Arab Emirates, the UNFCCC secretariat and the UN Habitat. In each of the meetings,
the Minister exchanged views on the proposal for the consensus on negotiation agendas such as the cover decision¸ Mitigation
Work Programme, and the effective implementation of climate actions.
The Egyptian Presidency held the“Sharm el-Sheikh Climate Implementation Summit”on November 7th and 8th. Leadersfrom each country and organization including H. E. Mr. Abdel-Fattah El-SISI, President of the Arab Republic of Egypt, H.H.
Sheikh Mohamed bin Zayed Al Nahyan, President of the United Arab Emirates, and H. E. Mr. António Manuel de Oliveira
Guterres, Secretary-General of the United Nations participated in the summit and pointed out the urgency of climate change
and the need for strengthening the implementation of climate actions. In the summit, the leaders of G7 including UK, France
and the European Union delivered statements, and the summit-level roundtables focusing on six thematic areas were also
conducted.
Ms. KOIKE Yuriko, the governor of Tokyo, participated in the high-level roundtable as per the invitation by the Egyptian
government.
4. Promotion of Japan’s actions and side-events(1) Japan pavilion
Japan set up a“Japan Pavilion”at the COP27 venue. Throughout the conference period, Japan exhibited 13 technologies andinitiatives of Japanese companies related to mitigation, adaptation, effective CO2 utilization, and Fukushima environmental
restoration. In addition, 21 technologies from Japanese companies were exhibited online as part of the Japan Platform for
Redesign: Sustainable Infrastructure (JPRSI) Online Pavilion.
A total of 43 seminars were also held on Japan’s domestic climate change measures and decarbonization transition initiatives
with overseas partner countries, introducing the current status of Japan’s efforts and discussing future activities and directions
with global stakeholders and experts.
Specifically, the seminars covered a wide variety of topics as follows: development and implementation of long-term
strategies and adaptation plans, measurement and reporting of greenhouse gas emissions, satellite observation, sustainablefinance, market mechanisms including Joint Crediting Mechanism (JCM), co-benefits-based climate change measures, energy
transition, decarbonization and resilience in various sectors (water, transportation, agriculture, forestry, etc.), urban climate
action, circular economy, hydrofluorocarbons (HFCs) and methane emission reductions, Nature-based Solutions (NbS), waste
management and geothermal development in Africa, scenario analysis toward net zero in Japan, government and corporate
initiatives for the Green Transformation (GX), etc.
(2) Initiatives led by JapanOn November 14, Japan led government-level discussions on“avoided emissions,”which is a new concept for evaluating an
entity’s contribution to mitigation, by involving key stakeholders from business sector (WBCSD, etc.), finance sector (GFANZ,
etc.) and governments (UAE and the United States). Based on strong cooperation with WBCSD, an outline of the guidance
being developed by WBCSD was presented for the first time in the world, and action to establish the concept will be further
taken.
On November 15th, the Government of Japan announced the“Assistance Package by the Government of Japan for averting,minimizing and addressing Loss and Damage”to provide comprehensive support for loss and damage, from disaster
preparedness to disaster relief and disaster risk insurance, in cooperation with the international community. This package
includes the launch of a new and additional initiative to promote the development of early warning systems through public-7

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

private partnerships in the Asia-Pacific region.
Japan reaffirmed its presence in the industrial sector, notably through the recognition of the importance of GX and transition
finance in the Summit Statement of LeadIT, an initiative to address the transition to industrial decarbonization.
On November 16th, the“Paris Agreement Article 6 Implementation Partnership”was launched in collaboration with othercountries and international organizations to support capacity building for countries by promoting understanding of theParis Agreement Article 6 rules and providing training, in order to expand global market mechanisms in line with Article
6, to build a high-integrity carbon markets, and to contribute to further global greenhouse gas emission reductions. As of
November 18th, 2022, 24 organizations and 43 countries have announced their participation. On the same day, a Memorandumof Understanding on collaboration in the Partnership was signed between Minister of the Environment NISHIMURA and H.E.
Simon STIELL, Executive Secretary of the UNFCCC.
The new“SUBARU”Initiative, which aims to create climate-resilient cities in developing countries, was also jointly announcedwith the UN-Habitat Fukuoka Headquarters.
On the same day, a Memorandum of Cooperation on the establishment of the Joint Crediting Mechanism (JCM) was signed
between Minister of the Environment NISHIMURA and H.E. Simo KILEPA, Minister of Environment, Conservation andClimate Change of Papua New Guinea.
(3) Participation in international initiatives
The Government of Japan participated in the following international initiatives on climate change at COP27:• November 7th:“UN Global Early Warning Initiative for the Implementation of Climate Adaptation”, led by World
Meteorological Organization (WMO);• November 7th:“Forests and Climate Leaders’ Partnership (FCLP)”,led by the United Kingdom;• November 8th:“Mangrove Alliance for Climate (MAC)”,led by the United Arab Emirates and Indonesia;• November 11th:“Joint Declaration from Energy Importers and Exporters on Reducing Greenhouse Gas Emissions from
Fossil Fuels”, led by the United States and the European Union; (In this connection, on November 17th, the United States
and the European Union held“Global Methane Pledge (GMP) Ministerial”, attended by Ambassador AKAHORI Takeshi,
Director General for Global Issues of Ministry of Foreign Affairs.)• November 11th:“Industrial Deep Decarbonization Initiative (IDDI)”, an initiative related to decarbonization of industries led
by UNIDO;• November 12th:“Food and Agriculture for Sustainable Transformation Initiative (FAST)”, an initiative led by Egypt
Presidency on sustainable transformation of food and agriculture; (H.E. Mr. KATSUMATA Takaaki, State Minister ofAgriculture, Forestry and Fisheries attended the ministerial meeting via video message.)• November 15th:“Global Offshore Wind Energy Alliance (GOWA)”, a public-private platform led by Denmark regarding theoffshore wind power generation; (Japan has announced its participation in September this year.)• November 17th:“Net-Zero Government Initiative”,led by the United States and“CDR Launchpad”,led by the United States
aimed at decarbonization through technologies such as direct air capture and mineralization;• November 17th:“Sustainable Urban Resilience for Next Generation (SURGe)”,led by Egypt Presidency and UN Habitat.
(4) Promotion of Japan’s action in other UNFCCC mandated events and official side events
The mandated event 'Earth Information Day 2022’ was held on 9 November; the event provided an opportunity to exchange
information on the state of the global climate system and developments in systematic observation. During the event, Japan
presented three posters regarding the latest research and Earth observation outcomes: Antarctic ice-shelf basal melting as apossible tipping element, Integrated Ocean observation research by JAMSTEC, and Global megacity stories: GHG emissions
and CO2 uptake by surrounding forests and farmlands utilizing satellite technology.
The Government of Japan presented on:• How the Greenhouse Gases Observing Satellite (GOSAT) series will further elucidate the phenomenon of global climatechange and promote countermeasures in“New Generation of Greenhouse Gas Remote Sensing Satellites for Contribution to
the Paris Agreement”held on November 12th;• The importance of disaster risk reduction in Japan in“Implementing Adaptation through the Adaptation Action Coalition(AAC)’s Sectoral Workstreams”;• The importance of life cycle management of hydrofluorocarbons (HFCs) alternatives and methane emission reductions in thewaste sector, at the International Partnership for Climate and Clean Air (CCAC) Ministerial Meeting for the Reduction of
Short-Lived Climate Pollutants on November 15th;• Directions for effective implementation of capacity building support under Article 6 in“Sharing best practices and lessons
learned from capacity building for implementation of Article 6”;• Japan’s efforts to achieve net-zero for which various stakeholders are working on the circular transition in the event on the
Marrakech Partnership held on November 17th;• The draft guidelines for greenhouse gas measurement and reporting, which were developed in cooperation with ASEAN
member countries and Japan, in the seminar on transparency, co-hosted by the Government of Singapore;• Japan’s regional decarbonization efforts in the high-level event on Global Climate Action hosted by UNFCCC Climate
Champion.
Source: Ministry of Foreign Affairs of Japan website

8

1 Current status of global environmental problems（3）Current status of global warming issues in Japan①Current status of carbon dioxide emissions in Japan

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

■Trends in carbon dioxide emissions in JapanIn FY2020 Japan emitted approximately 1,044 million tons of carbon dioxide, roughly 20.8% less than it did

in FY2013. The per capita emissions volume in FY2020 was approximately 8.28 tons.
●Trends in carbon dioxide emissions in Japan
1,600

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

1,400

9.98 9.90

1,200 1,164 1,175 1,185 1,177

10.00

9.85

9.93
9.64

1,232 1,244

1,256 1,249

1,209

1,246

1,269 1,254

1,283 1,291 1,286 1,294 1,271

9.95

9.91

9.56

9.41 9.47 9.51 9.42

1,300

9.84

10.25 10.34

10.20

9.64

9.51
9.11

1,306
1,235

1,166

1,217

1,267

1,308 1,318

10
9.50

9.39
9.06

1,266

1,226

9

8.78
1,206 1,190

1,100

1,146

8.28
1,108

8
1,044

1,000
7
900
0

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

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

9.84 9.91

1,500

10.06 10.11 10.07 10.12

0

（FY）

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

The industrial sector accounts for 34.0% of Japan’s carbon dioxide emissions, the transport sector for 17.7%,

business and other sectors account for 17.4%, and the home sector accounts for 15.9%.
●Amount of carbon dioxide emissions in Japan (by sector) FY2020
Waste（Incineration, etc.）3.0%

Industrial process and ﬁnished goods usage 4.1%

Other（Agriculture, etc.）0.3%

Energy conversion sector（Power plants, etc.）7.5%

Home
sector

15.9%

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

17.4%

Industrial sector（Plants, etc.）

34.0%

Total carbon dioxide
emissions in FY2020

Transport
sector（Automobiles, etc.）

1,044 million tons

17.7%

Source: GIO “Greenhouse Gas Inventory”

Waste（Incineration, etc.）2.8%

Industrial process and ﬁnished goods usage 4.1%

Other（Agriculture, etc.）0.3%

Energy conversion sector（Power plants, etc.）7.8%

Home
sector9

14.4%
Industrial sector（Plants, etc.）

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector②Energy consumption in JapanThe rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of the 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 FY2005. In FY2011 the focus on energy conservation following the Great East Japan Earthquake
brought about another decline in final energy consumption. In FY2020, real GDP decreased by 4.6% and final
energy consumption decreased by 6.7% compared to FY2019 due to the impact of the restrained human flow
and depressed production activities caused by the impact of the coronavirus pandemic.
Looking at energy consumption trends from FY1973 to 2019, energy consumption for the company andbusiness site sector grew 0.9-fold (0.8-fold for the industrial sector and 1.9-fold for the business and othersectors), 1.9-fold for the home sector, and 1.5-fold for the transport sector. Since the first oil crisis, thecompany and business site sector, although experiencing economic growth, have seen the same level inenergy 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 have seen a great
increase in energy consumption because of the spread of energy equipment and automobiles. As a result,while the company and business site sector, the home sector, and the transport sector accounted,
respectively, for 74.7%, 8.9%, and 16.4% of total energy consumption in FY1973, in FY2020 these ratios
had changed to 61.9%, 15.8%, and 22.3% respectively.

■Dependence on petroleum for energy consumed in JapanThe amount of oil supply in Japan as a primary energy source

decreased due to the promotion of oil substitution policy and energy
conservation policy triggered by the oil crisis, but turned to increase in
the late 1980s after the application round of easier energy conservation
measures and with a decline in oil prices. Since the mid-1990s, the supply
has been on a downward trend again due to progress in the use ofenergy alternative to petroleum and improved fuel efficiency of
automobiles. The supply in FY2020 is 6,543 PJ on a calorific value basis.

●Crude oil imports by supplying
country (FY2020)
Iraq 0.6%

Oman 0.4%

U.S. 0.7%

Kazakhstan 0.3%

Bahrain1.5%

Others 1.7%

Ecuador 1.9%
Russia

3.6%

Qatar

8.3%
Kuwait8.6%

The crude oil self-sufficiency rate in Japan has remained below 0.5%

Total import
volume136,463,000kℓ

Saudi Arabia

42.5%

UAE

since around 1970 until FY2020. The supply structure that relies on

29.9%

foreign countries for the majority of its energy resources is clearlystated as a structural issue in Japan’s energy supply and demand in the
Sixth Basic Energy Plan approved by the Cabinet in October 2021. Japan
imports the crude oil from the Middle East region including Saudi
Arabia, the United Arab Emirates, Qatar, Kuwait, Iraq, and Oman, andSource: created based on METI
“Yearbook of Mineral Resources andPetroleum Products Statistics”(Tentative translation by Eco-Mo
Foundation)

their combined share in total was 92.0% in FY2020.
(Source: METI“Energy White Paper 2022”(Tentative translation by Eco-Mo Foundation))101 Current status of global environmental problems（4）Current status of global warming issues in the transport sector①Current status of carbon dioxide emissions by the transport sector■Trends in carbon dioxide emissions by the transport sector

Japan’s total carbon dioxide emissions in FY2020 (1,044 million tons), emissions from the transport sector

accounted for 17.7% (185 million tons). Emissions from all vehicles together accounted for 87.6% of thetransport sector emissions (15.5% of Japan’s total emissions), emissions from all passenger vehicles accounted
for 48.4% of the transport sector emissions (8.6% of Japan’s total emissions), and emissions from trucks
accounted for 39.2% of the transport sector emissions (8.6% of Japan’s total emissions).
●Trends in carbon dioxide emissions by the transport sector
CO2 emissions in Japan by sectors

CO2 emissions by the transport sector

Transport sector

Other
155 million tons

Break
down

(Automobiles, ships, etc.)
185 million tons

《14.9%》《17.7%》

Total CO2

Industrial sector
356 million tons

emissions
1,044 million tons
(FY2020)○ Emissions from all vehicles
together accounted for 87.6% oftransport sector emissions(15.5% of all Japanese emissions)

Private cars
84.4 million tons

[45.7%]

Commercial trucks
40.39 million tons
Business and othersectors 182 million tons

《34.0%》《17.4%》[21.9%]

Private trucks
32.1 million tons

[17.4%]○ Emissions from all passenger
vehicles accounted for 48.4% oftransport sector emissions(8.6% of all Japanese emissions)○ Emissions from trucks accounted
for 39.2% of transport sector
emissions(6.9% of all Japanese emissions)Buses
2.94 million tons [1.6%]
Taxis
1.26 million tons [0.7%]
Motorcycles
0.75 million tons [0.4%]
Other transport
Airplanes
5.24 million tons [2.8%]
Coastal shipping
9.86 million tons [5.3%]

Home sector
166 million tons

《15.9%》

Railroads
7.84 million tons [4.2%]

Transport sector CO2 emissions (million tons)※ 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 (FY1990 to 2020)”※ Motorcycles were included in“Business and other sectors” until FY2015 data, but were calculated as an independent item inthe transport sector from FY2016 data.

Private cars

TrucksOther transportBuses, taxis,
railroads, ships,
airplanes, motorcycles(FY)

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

11

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

From FY1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 22.7%, but fromFY1997 to 2001 emissions remained roughly level, and began falling from FY2001 onwards.
Emissions in FY2020 decreased compared to FY2005 and 2013, mainly due to improved fuel efficiency of
automobiles and a decrease in transport volume due to the impact of the coronavirus pandemic. The emissions
also decreased compared to the previous fiscal year, marking it the eighth consecutive year of decline inemissions.

■Carbon dioxide emission volume per unit of transport volume

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

Transport volume is affected by economic trends and other factors, so for total carbon dioxide emissions in
the transport sector to fall regardless of changes in transport volume, it is important to promote highly
effective transport.
In this section, we compare the amount of emissions per unit of transport volume, an indicator of efficiency,
for passenger transport and freight transport.
For passenger transport, the carbon dioxide emissions from each mode of transport are divided by thetransport volume (person-kilometers) to calculate the carbon dioxide emissions per unit of transport volume.
The results are shown in the figure below.
●Carbon dioxide emission rates by passenger transport mode (FY2020)

Passenger cars

131

Airplanes

133

Bus

109

Railway
Passenger
cars
Airplanes

28
0

131

25

50

75

100

125

150
133
ｇ-CO2/person-kilometer

175

200

*Due to the decrease in the number of passengers in each transport system caused by the spread of the coronavirus
109 to be extremely high compared to previous
pandemic, carbon dioxide emissions Bus
per unit of production were calculated
years. Please exercise caution when using this data.
Railway28

1215
ｔrucks dioxide emissions from each mode of transport
For freight transport, Private
the carbon
are divided by thetransport volume (ton-kilometers) to calculate
carbon75dioxide
per unittransport volume. The
0
25 the 50
100 emissions
125
150
175 of 200
Commercial ｔrucks
results are shown in the
figure below.

216

ｇ-CO2/person-kilometer●Carbon dioxide emission Shiprates by
43 freight transport mode (FY2020)21

PrivateRailway
ｔrucksCommercial ｔrucks

0

Ship

43

Railway

21
0

1215
200
216

400

200

400

600

800

1000

1200

1400

1000

1200

1400

ｇ-CO2/ton-kilometer

600

800

ｇ-CO2/ton-kilometer

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

12

1 Current status of global environmental problems●Modal shares of domestic passenger transport (100 million person-km) FY2019

Airplanes

15.9%

Hire / Taxi 0.9%

Hire / Taxi 0.9%

Busses

Airplanes

10.1% 15.9%
Busses10.1%
Privaterailways
27.4%

Japan Railway
(JR)

45.7%

Japan Railway
(JR)

45.7%

Private railways

27.4%*1 The air transport volume percentage is the total of both regular and irregular services.
*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
%

0.2

4.9

●Modal shares of domestic freight transport (100 million ton-km) FY2019
Airplanes（domestic route）0.2%

Railway 4.9%

Domestic
shipping

42.0%

Commercial
trucks46.1%

Domestic
shipping

42.0%

Commercial
trucks46.1%

Private trucks 6.8%

Private trucks 6.8%
*1 The air transport percentage is the total of both regular and irregular services, 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 FY2021” (Tentative translation by EcoMo Foundation)

13

Ⅱ．Current Status of Major Environmental Problems of the Transport Sector②Energy 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 have brought about a reduction in carbon dioxide emissions
by the transport sector. Emissions in FY2020 were 185 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

Year
1970

1974

1978

1982

1986

1990

1994

1998

2002

2006

2010

2014

2018

2022

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

1 Current status of global environmental problems

ColumnAutomobile ownership rates around the WorldIn terms of automobile ownership per thousand people, U.S. has the world’s highest automobile
ownership rate, at 874 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 3.1% globally in 2019, but in China it grew by 9.7%. Automobile
ownership in countries with enormous populations is predicted to have some impact on global
warming, and is an area where attention is being increasingly focused.
●Automobile ownership rates in individual countries 2019
(Automobiles per 1,000 persons)

900

600

World

Vietnam

India

Philippines

Peru

Hong Kong

Indonesia

Singapore

China

Brazil

UkraineThailand

Chile

TaiwanMexicoRussiaSouth Korea

Malaysia

FranceUK

Japan

Germany

Brunei

CanadaItaly

Australia

New Zealand

0

U.S.

300

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2022”

15

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

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 (NO2)emitted from automobiles. NOx is not only a cause of acid rain and photochemical smog, but also has negative
health effects (on respiratory organs). SPM is also said to harm respiratory organs by adhering to the lungs
and bronchi.
In recent years all air pollution monitoring stations＊1 have met FY2020 air quality standards achievement
rates for NO2, with 100% achievement rates for fifteen consecutive years since FY2006. In the automobile
exhaust gas monitoring stations ＊ 2, 100% of all effective monitoring stations achieved the environmental
standard.
For SPMs, nationwide FY2020 air quality standards achievement rate was 100% for air pollution monitoring
stations and 100% for automobile exhaust gas monitoring stations. Following FY2019 (air pollution monitoring
stations: 100%, automobile exhaust gas monitoring stations: 100%), air quality standards were achieved at all
validated measuring stations.

＊ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,434 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: 393 stations)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 FY1979, butbegan rising rapidly from roughly FY1985. From FY1990 they leveled off or increased slightly, but beganfalling from FY2001. In FY2020 the total amount of waste was 41.67 million tons. The total amount of recycled
waste in FY2020 was 8.33 million tons. The ratio of total waste which was recycled has grown tremendously,from 5.3% in FY1990 to 20.0% in FY2020.

1,200

Total waste volume（million tons/year）

60
Total waste volume
Per capita daily waste

1,100

55

50

45

40

976
4,543

2011

964

958

4,523

4,487

2012

2013

1,000
947

939

4,432

4,398

2014

2015

925

920

919

918

4,317

4,289

4,273

4,274

2016

2017

2018

2019

901

900

4,167
800

2020 （FY）

Per capita daily waste volume（grams/person/day）●Total waste volume and per capita daily waste volume

Source: MOE website (Tentative translation by Eco-Mo Foundation)②Trends in industrial waste volume

The amount of industrial waste produced has stayed roughly at the same level since the FY1990s at

approximately 400 million tons.

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

400

386

381

379

385

2011

2012

2013

393

391

387

384

2014

2015

2016

2017

379

386

350

300

250

200

2010

2018

2019

(FY)

Source: MOE website (Tentative translation 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 FY2020, there were 1,602 final disposal facilities for general waste, with a remaining

capacity of 99.84 million m³ and a remaining lifespan of 22.4 years on national average. The remaining capacity
remains atroughly the same level as the remaining lifespan.

The remaining capacity of industrial waste final disposal sites as of the end of FY2019 was 153.97 million m³–approximately 4.7 million m³ less than the previous year. In addition, the remaining life was 16.8 years onnational average, and improvements are being made gradually.
●Remaining lifespans and remaining capacities of final disposal sites (general waste)
350

18.9

19.7

19.3

20.1

20.5

20.4

21.6

21.4

22.4

20

250

Remaining capacity
Remaining lifespan

15

200
150
100

111

10

112

107

106

104

100

103

101

100

100
5

50
0

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

21.8

25

0

（FY）

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

400
Remaining capacity
Remaining lifespan

Remaining capacity（million ㎥）

300

14.9
13.6

16.6

16.0
13.9

17.4
16.4

16.8

17
16
15
14

14.7

13
12

250

11
10
9

200

8
7

150

6
5

100

4
3

50

Remaining lifespan（years）

350

17.0

2
1

0

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

0

（FY）

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

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

139 incidents of illegal dumping of industrial waste, a total of 51,000 tons of waste, were discovered in

FY2020, along with 182 incidents of improper disposal (86,000 tons). Newly discovered cases of illegal dumping
decreased considerably and steady results are being observed. Although the number of cases of improper
disposal is decreasing, it has not yet been eliminated, as new cases have been uncovered in excess of FY2019.
1,400

140.0

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

120.0

1,150

Amount dumped
Number of incidents

1,197

120.0
Amountdumped（10 （10thousandtons） tons）
AmountdumpedthousandAmount dumped
Number of incidents

1,197

1,150

1,049

100.0
100.0

855

1,000

934

679

60.0

74.5

719

673

719

554

44.4

43.3City incidents
Gifu
40.8 42.4
40.3 56.7

40.0

558

56.7

43.3
40.8 42.4
40.3

incidents

21.9

24.2

308
Chiba City279
Chiba Cityincidents
incidents

20.0

17.2
17.8

00

20.4

20.4

24.2

20.7
17.8

20.7

1.1
17.2

13.1
12.0

10.2

1.1

20.3

13.1

incidents279

1.4

20.3216

1.4

216
192

187

6.2
5.7 14.46.2 5.75.3 4.4
4.8
4.8

800

600

600
KurashikiCity
incidents

4.2

4.2

PortionKoka City,
Tenri City,
400
Nara Prefecture of thePortionKoka City, Shiga Prefecture
Tenri City,
cases
in
the
Shiga Prefecture incidents
Nara Prefecture of incidents
Aomoricases 13.1
in
14.7
incidents
incidents
Prefecture
Aomori
14.7
13.1

192

159

10.2

12.014.4

KurashikiCity
incidents

5.8

Hino-cho,
Shiga Prefecture
Hino-cho,
308 Prefectureincidents
Shiga

Numazu City 5.8382
incidents
Numazu City

31.8
21.9

Kuwana City
incidents
382

41.1
41.1

31.8

Tado-cho,
Kuwana City
Tado-cho, incidents

554558

Gifu City incidents

44.4

800

673

74.5

60.0

20.0

1,000

934

855

679

40.0

1,200

894

1,027

1,200

894

80.0
80.0

1,049

1,027

1,400

Number of dumping incidents

140.0

5.3

2.9

187

Prefecture

3.2

3.2
163 15.7 151
200
16316.615.7131151
16.6
139
131
155
1.9 143 155
7.6
1.9
1.9 143
7.6
4.4 2.9 2.93.65.1
3.6
2.7
2.9
2.7
2.6 3.4
2.6 3.4
0

165

159

165

139

was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.

* Amounts
rounded,so confirmed
totals may in
not45
match.
t
Illegal are
dumpingwaslocationsin 4 prefectures, and Ferosilt removal has been completed in all of these locations.

* Amounts are rounded, so totals may not match. t

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

19

200

1.9
5.1

19951996
1996
1997
1998
1999
20032005
20042006
2005
2006
2007
2008
2012 2015
20132016
20142017
2015
2016
2017
2018 2019 2020
1995
1997
1998
1999
200020002001 2001
2002 2002
2003 2004
2007
2008
2009
20102009
20112010
2012 20112013 2014
2018
2019
2020
（FY）
（FY）

Note)
Note)
1.1.
The
numberof incidents
of illegal
dumping
and theamountof illegally
were
calculated
on incidents
dumpingof 10tdumping
or more of 10t or moreThe
numberof incidents
of illegal
dumpingandthe amountof dumped
illegallywaste
dumpedwaste
were based
calculated
based ofonillegal
incidentsof illegalof 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
controlled industrial waste).
controlledindustrial
waste).
２．
The white areas of the bar graph correspond to the following incidents,
２．
The whiteareas
the bargraph
correspondto the infollowing
・FY2003,
Gifu
City of‒ Largescale
incidents
were reported
FY2003incidents,
・FY2003,
Gifu City‒ Largescale
scale
incidents
were
reportedin FY2003
・FY2004,
NumazuCity−Large
incidents
were
reportedin FY2004
・FY2004,
NumazuCity−Large
incidents
were reported
in FY2004
・FY2006,
Chiba
City−Incidents
werescalediscovered
in FY1998,
but reported
in FY2006
・FY2008,
Tado-machi,
Kuwana City−Incidents
were discovered
in FY2006,but
reportedin FY2008
・FY2006,
Chiba City−Incidents
were discovered
in FY1998,
but reported
in FY2006
・FY2010,Hino-machi,
ShigaKuwana
Prefecture−Incidents
werediscovered
in FY2009,but
reportedin FY2010
・FY2008,
Tado-machi,
City−Incidents
werediscovered
in FY2006,but
reportedin FY2008
・FY2015,
Koka
City,
Shiga
Prefecture,
Ube
City,
Yamaguchi
Prefecture
andCity, Iwate Prefecture
were reported in FY2015
・FY2010, Hino-machi, Shiga Prefecture−Incidents were discovered Kuji
in FY2009,but
reported−Incidents
in FY2010
・FY2018,
Tenri
CityCity,−Incidents
reported.Ube
Also、
Incidents
discovered
in FY2016
YokosukaCity andincidents
discovered werein FY2017
by in FY2015
・FY2015,
Koka
Shiga werePrefecture,
City,
Yamaguchi
Prefecture
andby
Kuji
City, Iwate
Prefecture−Incidents
reported
Shibayama-machi, Chiba Prefecture are included.
・FY2018, Tenri City −Incidents were reported. Also、Incidents discovered in FY2016 by Yokosuka City and incidents discovered in FY2017 by
・FY2019, Kurashiki City −Incidents discovered in FY2014 by Yamaguchi City, Yamaguchi Prefecture and incidents discovered in ＦＹ2016 by Kurashiki
Shibayama-machi,
Chiba
Prefectureareincluded.
City are included
・FY2019,
Kurashiki
City −Incidents
discoveredin Kanuma
FY2014City,
by Yamaguchi
City, Yamaguchi
and incidents
inas
ＦＹ2016 by Kurashiki
ＦＹ2020:Cases
in Goshogawara
City, Aomori
Prefecture;
Tochigi Prefecture;
Yawata City,Prefecture
Kyoto Prefecture;
and Mitodiscovered
City reported
City arecases
includedlarge-scale
ＦＹ2020:in Goshogawara
City,
Aomori Prefecture; Kanuma City, Tochigi Prefecture; Yawata City, Kyoto Prefecture; and Mito City reported as
3. Sulfuric
acid Cases
pitch wasexcluded from thisstudy.
large-scalecases
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 itwaslater discovered
manufacturer
and sellerof Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
3.
Sulfuric
acid pitchthat
wastheexcluded
from thisstudy.
Illegaldumping
was confirmed
45 locationsin 4 prefectures,and720,000
Ferosilt removalhasbeen completed
all ofthese
4.
Ferosilt
dumping
incidentsinwere
not includedin this study.
tons ofFerosilt
were soldinandusedaslocations.
backfilling material since August 2001, but it

400

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 FY2020 was 17.6% lower than the amountemitted in FY2013, and emissions volume has been decreasing since 2001. In order to ensure that thisdecrease continues steadily, the MLIT is promoting comprehensive measures such as automobile and roadtraffic 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* Traﬃc congestion measures* Creation of a bicycle use environment, etc.

Measures for individualvehiclesEnvironmental considerationin driving

Road traﬃc measures

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 translation 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 FY2010 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 FY2015.
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 FY2004) for passenger cars by FY2015.
In March 2013 new fuel efficiency standards were created for passenger cars, aimed at FY2020, requiring
fuel efficiency to be improved by 24.1% versus actual FY2009 figures, assuming a shipped vehicle composition
equivalent to that of FY2009. Furthermore, in July 2015 fuel efficiency standards for FY2022 were formulated
for small trucks, based on the assumption of equivalent shipment volume as in FY2012, requiring them to be
26.1% more fuel efficient than vehicles sold in FY2012 (based on actual FY2012 vehicle fuel efficiency).
In March 2019, fuel efficiency standards for FY2025 were formulated for heavy duty vehicles (trucks, buses,etc.), based on the assumption of equivalent shipment volume ratio as in FY2014, requiring them to be 13.5%
more fuel efficient than FY2015 standards.
In March 2020, assuming that the ratio of vehicles shipped remains the same as that of FY2016, FY2030
was designated as the target year with new fuel efficiency standards formulated to improve fuel efficiency inpassenger cars by 44.3% compared to the standard value for FY2020.
○New fuel efficiency test method
In conjunction with the new FY2015 fuel efficiency standards, the method for testing fuel efficiency wasrevised to more closely approximate actual driving conditions. In the past, 10・15 mode driving was used totest fuel efficiency, but this was changed to JC08 mode driving.
21

○貨物自動車○貨物自動車Ⅲ．Measuresin Response to Major
Environmental
Problems of the Transport Sector【ガソリン貨物自動車（車両総重量2.5ｔ以下）】
目標年度：２０１０年度
測定方法：１０・１５モード【ガソリン貨物自動車（車両総重量2.5ｔ以下）】
目標年度：２０１０年度 測定方法：１０・１５モード
軽貨物車
軽量貨物車
中量貨物車
区分
軽貨物車
軽量貨物車
～702
703～827～1265中量貨物車
1266
区分
828～ ～1015 1016～
1516～（車両重量㎏）～702
703～827
～1265
1266
Under
JC08
Mode,
drivingisperformed
usingagreaternumberof
speedchanges to reflect actual driving
構造Ａ
構造Ｂ
構造Ａ
構造Ｂ
構造Ａ
構造Ｂ
～1515
828～ ～1015 1016～
1516～（車両重量㎏）
構造Ａ 構造Ｂ 構造Ａ 構造Ｂ構造Ａ 構造Ｂ ～1515
燃費基準値
10.3
18.9
16.2
16.5
15.5
14.9
14.9
13.8
12.5
11.2
ＡＴ
燃費基準値
（km/L）It also
conditions.
measurement
under12.5
which
10.3 are started with cold engines, in
18.9includes
16.2
16.5
15.5
14.9 methods
14.9
13.8
11.2 vehicles
ＡＴ（km/L）
燃費基準値
ＭＴ
20.2
17.0
18.0
16.7
15.5
17.8
15.7
14.5
12.3
10.7
9.3
燃費基準値
（km/L）
additionto startingup
ＭＴ
20.2with
17.0warmed
18.0
16.7engines.
15.5
17.8
15.7
14.5
12.3
10.7
9.3
（km/L）【ディーゼル貨物自動車（車両総重量2.5ｔ以下）】 目標年度：２００５年度 測定方法：１０・１５モード
The World Light Vehicle Test
Procedure (WLTP)
was established at the UNECE World Forum for【ディーゼル貨物自動車（車両総重量2.5ｔ以下）】
目標年度：２００５年度
測定方法：１０・１５モード
中量貨物車
区分
軽量
中量貨物車
～1265
1266
1516
区分
軽量
1766～
（車両重量㎏）
Harmonization
of貨物車
Vehicle～1265
Regulations(WP29),
held in March 2014. In October 2016 Japan added WLTP to
1266
1516
貨物車 構造Ａ 構造Ｂ ～1515 ～1765 1766～（車両重量㎏）
構造Ａ 構造Ｂ ～1515 ～1765
燃費基準値
JC08
Mode
as
a
methodoftestingexhaustgas
emissionsand fuel efficiency for passenger vehicles.
15.1
14.5
12.6
12.3
10.8
9.9
ＡＴ
燃費基準値
（km/L）
15.1
14.5
12.6
12.3
10.8
9.9
ＡＴ
（km/L）
燃費基準値
12.5
17.7
17.4
14.6
14.1
ＭＴ
燃費基準値
（km/L）
12.5
17.7
17.4
14.6
14.1
ＭＴ
（km/L）●Passenger vehicles【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）】
測定方法：ＪＣ０８モード[Fixed-route buses (automobiles with capacities of 10 or more and with a目標年度：２０１５年度
total vehicle weight in excess
of 3.5 tons)] Target year: FY2025 Measurement methods: JH25 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：２０１５年度 測定方法：ＪＣ０８モード
軽貨物車
Category 区分
軽貨物車
～740
741
856
971～
(Total vehicle
weight区分(t))（車両重量㎏）～740 741～855 856～970 971～（車両重量㎏）
Fuel efficiency
～855
～970
20.3
構造Ａ
ＭＴ
23.2
standard (km/L)
20.3 18.9
構造Ａ
ＭＴ
23.2
燃費基準値（km/L）
ＡＴ
20.9
19.6
18.9and
燃費基準値（km/L）
ＡＴ
20.9
19.6
構造Ｂ
ＭＴ
18.2
18.0
16.4
[General buses (automobiles with capacities of 10 or17.2
morewith a total vehicle weight in excess of 3.5 tons)] Target year: FY2025 Measurement methods: JH25 mode
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
Category
燃費基準値（km/L）
ＡＴ
16.4
16.0
15.4
14.7
(Total vehicle weight (t))
軽量貨物車
Fuel efficiency
区分（車両重量㎏）～1080軽量貨物車
1081
1196～
standard(km/L)
区分（車両重量㎏）～1080 1081
～1195 1196～～1195
ＭＴ燃費基準値（km/L）
17.1
18.5
[Gasoline passenger vehicles, diesel passenger vehicles, and LP gas passenger vehicles, plug-in hybrid vehicles (with occupancies of 9 people or less
ＭＴ燃費基準値（km/L）
18.5
ＡＴ燃費基準値（km/L）
17.4
15.8or17.1
14.7
peopleor total vehicle weight of
3.5 tonsless)]
Target year: 2030 Measurement method: WLTC mode
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
中量貨物車（ガソリン）
Fuel efficiency
standard(FE)(km/L)
inresponsetovehicle weight (M) (kg) is as follows.
区分
中量貨物車（ガソリン）～1310 1311
1421
1531
1651
1761
1871～
M: less than2,759kg
区分（車両重量㎏）
～1310
1311
1421
～1420 −4
～1530 1531
～1650 1651
～1760 1761
～1870 1871～−62（車両重量㎏）
FE
=
−2.47
×
10
×
M
−
8.52
×
10
×
M
＋
30.65
～1420
～1530
～1650
～1760
～1870
14.2
構造Ａ
ＭＴ
M:
more
than 2,759kg ＭＴ
14.2 12.7
構造Ａ
燃費基準値（km/L）
ＡＴ
13.3
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
FE
= 9.5
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 9.7 8.5*FEisroundedup
totwodecimalpoints.
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
The
relational
is shown10.2
in the graph
構造Ｂ２ expression
ＭＴ
9.9
9.7
9.3
7.9 8.9燃費基準値（km/L）
ＡＴof FE11.2
10.5
9.7
8.9 below.
8.6
7.9
燃費基準値（km/L）
ＡＴ
10.5
9.7
8.9
8.6
FE (km/L)
中量貨物車（軽油）区分
中量貨物車（軽油）～1420 1421
1531
1651
1761
1871
1991
2101～
区分
（車両重量㎏）～1420 1421
～1530 1531
～1650 1651
～1760 1761
～1870 1871
～1990 1991
～2100 2101～（車両重量㎏）
～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
燃費基準値（km/L）
ＡＴ
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
構造Ｂ２
ＭＴ
14.3
12.9
12.6
12.4
12.0
11.3
11.2
11.1
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
燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
（注）
（注）
軽貨物車・・・軽自動車である貨物自動車
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、
Source: MLIT (Tentative translation by Eco-Mo Foundation)
Vehicle weight (kg)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
vehiclesanddiesel freight vehicles (total vehicle weight目標年度：２０２２年度
of 3.5t or less)] Target year:
FY2022 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）】
測定方法：ＪＣ０８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：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
構造Ａ 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。
②②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、The same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle by①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: FY2025 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
区分
Category（車両総重量ｔ）(totalvehicle weight (t))（車両総重量ｔ）（最大積載量t）(Maximumcarrying capacity (t))（最大積載量t）
燃費基準値
燃費基準値
Fuel efficiency（km/L）standard（km/L）(km/L)

～1.5
～1.5
10.83
10.83

3.5～7.5
3.5～7.5
1.5～2
2～3
1.5～2
2～3
10.35
9.51
10.35
9.51

【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

3～
3～
8.12
8.12

7.5～8
7.5～8

8～10
8～10

10～12
10～12

12～14 14～16 16～20
12～14 14～16 16～20

20～
20～

7.24
7.24

6.52
6.52

6.00
6.00

5.69
5.69

4.04
4.04

目標年度：２０１５年度
目標年度：２０１５年度

4.97
4.97

4.15
4.15

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: FY2025 Measurement method: JH25 mode

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

22

1 Promotion of global warming countermeasures■Measures for developing and promoting 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 addition, The“Green Growth Strategy Through Achieving Carbon Neutrality by
2050,”formulated in June 2021, calls for comprehensive measures to be taken to achieve a goal in which*electrified vehicle（including hybrid EV and Plug-in hybrid EV）sales will account for 100% of new car sales
by 2035 as well as for setting a new goal for commercial vehicles.
In order to promote environmental conservation, including CO 2 emission reduction, the Japanese
government has positioned electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, hybrid vehicles, clean
diesel vehicles, and natural gas vehicles as“next-generation vehicles”, and is promoting their widespread use.
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.
*Electrified vehicles: electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, hybrid vehicles

Revision of automobile-related taxes (extension and revision of eco car tax reductions, etc.)○Revisions such as raising fuel economy standards will be implemented in stages over a three-year period in consideration of technological developments other thanelectric vehicles, while maintaining the current tax breaks, such as tax reduction for eco cars, until the end of 2023, with a ﬁrm adherence to “business-private gap” fortrucks, buses, and taxies.

(Vehicle tax, Light vehicle tax)

(Vehicle tonnage tax)

Special provisions on greener vehicles Tax reduction For eco cars

Heavy-duty vehicles (trucks, buses)
Appliedperiod*1①②
Appliedperiod*1③

FY2015 fuel economy standards
105%
110%
115%
▲50%
▲75%
Tax
exemption
▲50%
▲25%

FY2025 fuel economy standards
95%
100%
▲50%
Tax exemption

Applied period*1

Electric vehicles*2

① ②③

▲75%

Electric vehicles*2
Tax exemption*3
Electric vehicles*2
Tax exemption*3

①
②
③

①②
③

FY2015 fuel economy standards
Electric vehicles*2
Not met 100%
115%
110%
105%
3％
2%
1%
①
Tax reduction
Business2％
1%
0.5%
Private3％
2%
1%
Tax reduction②
Business2％1%
0.5%
FY2025 fuel economy standards
Electric vehicles*2
Applied period*1<95%＞ 95%
100%
105%
Private(Vehicle tax, Light vehicle tax)

Applied period*1

Private③

Business
*1

3％

2％

2%

1%

①Deferral period

1%

0.5%

NA

Tax reduction

the end of②Afterdeferral - 2nd year

③Third year

Vehicle tonnage tax

May-December 2023

January 2024 - April 2025

May 2025 - April 2026

Vehicle tax,
Light vehicle tax

April - December 2023

January 2024 - March 2025

April 2025 - March 2026

Regarding (1), the treatment of clean diesel passenger cars in the ﬁscal year 2022 will remain unchanged until the end of 2023.
(Tax reduction for eco-cars (tax exemption for vehicles meeting the ﬁscal year 2020 fuel eﬃciency standards),(Environmental performance discount (Achievement of the ﬁscal year 2020 fuel eﬃciency standards and 60% of the ﬁscal year
2030 fuel eﬃciency standards: tax-exempt))*2 Electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, natural gas vehicles*3 Exemption from taxation for initial continuing inspections.

PrivateBusiness
PrivateBusiness

Vehicle tax
Applied period*1①②③

PrivateBusiness
PrivateBusiness②③

NA

Regular rate

PrivateBusiness
PrivateBusiness
PrivateBusiness▲25%

FY2030 fuel economy standards
70%

80%

▲50%※4
NA

60%
1%

2%

3%

2%

0.5%

75%

1%

2%

2%

3%

2%

1%

2%

70%

Tax exemption*3*4 For light vehicle tax,
read 50% to 25% and 75% to 50%.

80%

85%

75%

90%

Electric vehicles*2

95%

Tax exemption

Tax exemption

Tax exemption

0.5%

80%

1%

85%

Tax exemption

Tax exemption

Tax exemption
Electric vehicles*2

Tax exemption

0.5%

1%

1%

2%

Electric
vehicles*2

Tax exemption*3

Tax exemption

▲75%

1%

0.5%

1%

125%

▲75%※4

70%

60%

2%

2%

▲75%※4

NA

120%

Electric vehicles*2

FY2030 fuel economy standards

55%
1%

90%

NA

▲50%

FY2030 fuel economy standards

65%

1%

PrivateBusiness

Light vehicle tax
Applied period*1①

FY2030 fuel economy standards
75%
80%
90%
100%
▲50%
Tax exemption
▲25%
▲50%

60%
70%
▲25%

Vehicle tax
Applied period*1

Applied period*1

Environmental performance discountPassenger vehicles (private cars, taxies)

0.5%
1%

1%
0.5%

Tax exemption
Tax exemption

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

23

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

In addition, for the next-generation vehicles, such as electrified 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, ultra-small electrified mobility vehicles that are compact, agile, exceptionally environmentally
performative, are an easy means for moving around local areas, and are for around one to two passengers.
Procedures were streamlined and the revising of the certification system was carried out in January 2018.
For ultra-compact mobility vehicles with a maximum speed of less than 60 km/h intended for mass
production, the standard was revised in September 2020 to promote vehicles that can travel freely on publicroads without any restrictions on users or driving areas.
In addition, in light of the fact that Road Traffic Act was revised in April 2022 to define“specified small
motorized bicycles”as a new vehicle category for electric kickboards, etc., the safety standards for“specified
small motorized bicycles”were established in December 2022.

②Promotion of environmentally friendly automobile usage“Eco-driving”has been positioned as an environmentally friendly automobile usage promotion measure. The

Eco-Drive Promotion Liaison Committee (National Police Agency (NPA), METI, MLIT, and MOE) formulatedthe“Eco-Driving Dissemination and Promotion Action Plan”, and the Committee and related organizations areactively promoting these efforts.
In 2006 the committee proposed the“10 Tips for Eco-driving”, which outlined specific eco-driving efforts.
These recommendations were revised in January 2020.

24

1 Promotion of global warming countermeasures●10 Tips for Eco-driving

10 Tips for Eco-driving
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. Calm driving at ease, with plenty of time to spare, is also a form of
eco-driving. Eco-driving is something that anyone can start doing right away. Little changes
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 action.

Don't warm up or idle your engine.

Understand your own fuel eﬃciency.
Make it a habit to have an understanding of the fuel eﬃciency of your own
vehicle. If you have a grasp of your normal fuel eﬃciency, you will have areal understanding of the eﬀects of your own eco-driving. It is useful to use
tools that support eco-driving such as the fuel eﬃciency monitoring
equipment ﬁtted in your vehicle, eco-driving navigation or fuel eﬃciency
management on the internet.

When the car is stopped when you are waiting for someone or you areloading or unloading something, do not let the engine idle *1. Ten minutesof idling (with the A/C set to OFF) consumes around 130cc of fuel. In
addition, modern vehicles do not normally need to have their engines
warmed up *2. You should start moving as soon as you have started theengine.

Leave in plenty of time and avoid
congestion.

Accelerate gently eStart.
When setting oﬀ, be gentle on the accelerator. (You should aim to reacharound 20km/h in 5 seconds.) Just by doing this on a daily basis, you can
improve your fuel eﬃciency by around 10%. Unrushed, gentle acceleration
also contributes to safe driving.

Before you leave, use traﬃc information about traﬃc jams and regulations,etc. as well as maps and your satnav to check your destination and route.
For example, if you get lost on a one-hour drive and drive for an extra 10
minutes, the amount of fuel consumed increases by 17%. You can saveboth time and fuel by checking traﬃc information while you are driving to
avoid traﬃc jams.

Maintain a steady speed and keep
your distance.

Check and maintain your car regularly,
starting with tire pressure.

Try to maintain a steady speed when you are driving. If you are too close
to the vehicle in front of you, you are more likely to speed up or reduce
speed unnecessarily and this reduces fuel eﬃciency by around 2% in urban
areas and 6% in the suburbs. Try to drive with as few speed changes as
possible depending on the traﬃc.

Make it a habit to check your tire pressure *3. If tire pressure is less than
the recommended value, fuel eﬃciency decreases by around 2% in urban
areas and 4% in the suburbs *4. You can also improve fuel eﬃciency if you
regularly change the oil, the oil ﬁlter, the air cleaner element and so on.

Slow down by releasing theaccelerator.

Reduce your load.

If you know you are going to stop, for example, at traﬃc lights, take yourfoot oﬀ the accelerator early. This is called engine braking and improves
fuel eﬃciency by 2%. Try using engine braking when you are slowing downor going down hills.

Unload anything unnecessary from your vehicle. Fuel eﬃciency is greatly
aﬀected by the weight of what is in your car. For example, if you load an
object weighing 100kg and then drive, fuel eﬃciency decreases by around
3%. It is also sensitive to air resistance. Remove external equipment suchas ski carriers, etc. when you are not using them.

Make appropriate use of your air
conditioner.

Do not obstruct the ﬂow of traﬃcwhen you are parking.

Air conditioners (A/C) in cars cool and dehumidify the interior of the car. If
you only need the heater, turn the A/C switch to OFF. For example, even if
the car temperature is set to 25℃, the same as the external temperature, if
you leave the A/C switch to ON, fuel eﬃciency reduced by around 12%. In
addition, even when you do need the air conditioner, make sure that the
car interior isnʼ t too cool.

Do not cause obstructions when you park. Parking in this way nearintersections, for example, causes traﬃc jams. Not only does it reduce fueleﬃciency for other vehicles, it also causes accidents. When there are no
obstructions to the ﬂow of traﬃc, average speed is improved andreductions in fuel eﬃciency are prevented.

※1 Please be careful when switching oﬀ your engine at intersections as it can cause thefollowing safety issues. (There are no issues for cars that do this automatically.)- If you press the brake pedal a number of times while you are stopped, it can aﬀect theeﬀectiveness of the brakes.
- If you are not used to doing this, you may make a mistake or be late in moving again. There
may also be cases in which the engine does not start up again due to decreased lifespan ofparts such as the battery.
- As safety devices such as airbags and direction indicators do not activate, it is better not toswitch oﬀ your engine if you are near the front of the queue or on a hill.
※2 It is perfectly OK to warm up your car as you drive unless under special circumstances suchas cold regions with a temperature of -20℃.
※3 Tire pressure decreases by around 5% in a month.
※4 If the value is 50kPa (0.5kg/cm2) less than the recommended value.

The Eco-Drive
Promotion Liaison Committee(Metropolitan Police Department, METI, MLIT, Ministry of
the Environment)
The Eco-Drive Promotion Liaison Committee website

Source: The Eco-Drive Promotion Liaison Commitee (Tentative translation by Eco-Mo Foundation）

25

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

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 translation 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.

26●Example of a bus-type vehicle

1 Promotion of global warming countermeasures

ColumnAir Environment-friendly SS (e → AS)
The Ministry of the Environment and the Agency of Natural Resources and Energy certifies SS(Service Stations) that have measuring devices that can collect fuel vapor gas as Air Environmentfriendly SS (e → AS).

Fill up at an Air Environment-friendly SS (e→AS)
certiﬁed by the Ministry of the Environment andthe Agency of Natural Resources and Energy
to contribute to protecting the air environment!
SS that are limiting the emission of fuel vaporgas, which is one of the substances that cause
air pollution as well as causing the distinctive
smell of gasoline, are certiﬁed as Air Environ-◇ The process of collecting fuel vapor gas ◇Measuring devices that donʼthave a collection function〜Conventional fuel pump nozzle〜
Fuel vaporgas

ment-friendly SS* (nickname: e→AS).
We would appreciate your cooperation in

Gasolineusing e→AS when ﬁlling up!

Fuel vapor gas is not collected andescapes out into the air from the fuel port.

*SS: Service Station.

Measuring devices that dohave a collection function

These are Air Environment-friendly SS marks!

〜Fuel pump nozzle that collects fuel vapor gas〜

Fuel vapor gas

Gasoline

Fuel vapor gas is collected so it is environmentally-friendly and it is also eﬀective incombatting smell.

collecting over 95%
rate

over 75%

over 50%

under 50%

Four stages of certiﬁcation are carried out according the Fuel vapor
gas collecting rate of overall SS.

Reduce the smell when refueling gasoline!

○ Certiﬁed SS can be found on the Ministryof the Environment e→AS website.

See the website for more details.

e→ASsearchWe plan to make it possible to search for e→AS on satnavs in the future.

＜The origin of e→AS＞
e = ecological, good A = Air, S = Service station and they are combined to mean
ʻa good futureʼ and ʻgood earthʼ in Japanese.
The arrow expresses working towards a good future and earth.

Agency for Natural Resources and Energy

Ministry of the Environment and Agency of Natural Resources and Energy Air Environment-friendly SS (e→AS) Promotion Bureau

Source: MOE (Tentative translation by Eco-Mo Foundation）

27

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of road traffic flow control measures

The Ministry of Land, Infrastructure, Transport and Tourism (MLIT) implements various road traffic flow

control measures, such as reducing carbon dioxide emissions from vehicles by making traffic flow moresmooth and increasing travel speed to improve effective fuel economy.
Specifically, MLIT is promoting efforts to strengthen arterial road networks, including ring roads, which
contribute to the reduction of carbon dioxide emissions, as roads are developed. These include taking targetedmeasures to traffic congestion bottleneck points based on scientific analysis of big data utilizing ETC2.0 andconsideration of introduction of planar congestion control measures including toll policies for traffic demand
adjustment utilizing ICT, AI, etc. MLIT is also promoting efforts to make road infrastructure more energyefficient by switching road lighting to LED or by upgrading it, and to realize energy-creating roadinfrastructure by promoting the introduction of renewable energy from solar power generation using road
space for electricity needed for road management. In addition, MLIT is promoting efforts to create anenvironment for bicycle use, including support for the formulation of bicycle use promotion plans by local
governments, development of bicycle traffic space networks, improvement of bicycle parking facilities, andpromotion of shared bicycle use, in coordination with safety assurance measures to promote bicycle usage.

Construction of road networks

・Construction of
Metropolitan Ring Roads

Ken-oExpressway

TohokuExpressway
Kan-etsu
Expressway
Tokyo Gaikan
Expressway

Tomei
Expressway

・Install LED road lighting, upgrade road lighting(All lines are expected to open in FY2025-2026 )No traﬃc: Dimmed

Joban
Expressway

Sensor(Gaikan)Central Circular

Chuo
Expressway

New Tomei
Expressway

Making road infrastructure more energy-efficient※１
Expected to open sequentially from FY2022 ※２(Central Circular
Route)

Expected to※１
open in FY2024 ※３

Higashi Kanto
Expressway

LED road lighting

DaisanKeihinTokyo BayAqua-Line

SensorWith traﬃc: Full lights

Tateyama
Expressway
2 lanes

4 lanes 6 lanes

Openedunderconstruction

Yokoyoko
Expressway

Install LED road lighting

underinvestigation

Upgrade road lighting

Note 1 ) ※1 Accelerated development areas through the use of FILP.
※2 In case of prompt completion of the land lease agreement, etc.
※3 In case of smooth acquisition of land, etc.
Note 2 ) Kuki Shiraoka JCT to Kisarazu Higashi Interchange is provisionally two lanes.
Note 3 ) Names of ICs and JCTs in the section under construction include tentative names.

Measures against congestion

Creating an environment for bicycle usage

・improvements congesting points

・Promote bicycle usage
大和トンネル大和トンネル↑上り（東京方面）↑上り（東京方面）

付加車線の設置

Furnish bicycle lane

Encourage commuting by bicycle

Source: MLIT (Tentative translation by Eco-Mo Foundation)28

1 Promotion of global warming countermeasures④Improvement of freight distribution efficiency■Creation of sustainable logistics systems through collaboration between freight
owners and logistics operators○Green Logistics Partnership Conference

Promoting the creation of a greener overall logistics system requires greater collaboration between freight
owners and logistics operators, and the expansion of sustainable logistics systems for global warming
countermeasures improving productivity, etc.
The“Green Logistics Partnership Conference”, launched in 2004 and composed of companies andorganizations united by this goal, strives to 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 this activities,“Joint Guidelines on the Method for Calculating CO2 Emissions by the Logistics
Sector”(METI and MLIT) were formulated. These guidelines establish a unified method of calculating carbon
dioxide emissions by the logistics sector, and can be used by both freight owners and logistics operators forsmoother collaboration, and to enable objective evaluation of the effectiveness of each initiative. Particularly
successful good practice example projects involving logistics operators and freight owners engaging in
partnerships to reduce CO2 emissions, to create sustainable logistics systems for improving productivity, etc.
are recognized by MLIT Minister awards and METI Minister awards.

Green Logistics Partnership Conference(Sponsor: Professor Emeritus Takehiko Sugiyama, Hitotsubashi University)【Background】
In order to promote the reduction of CO2 emissions and other environmental
burdens in the logistics sector, as well as to improve logistics productivity, thepartnership was established to share awareness of the importance of green
logistics among shippers, logistics providers, and other related parties, and topromote their interactions.
【Organizers】 Ministry of Land, Infrastructure,
Transport and Tourism, Ministry of Economy,
Trade and Industry,
Japan Logistics Systems Association,
Japan Federation of Freight Industries【Sponsor】 Japan Business Federation【Establishment】 April 2005
【Number of members】 Approx. 3,400【[Project Title]】
Promotion of relay transport, etc., startingfrom intermediate bases through crossindustrial cooperation【Winner】
Suzuyo&Co. Ltd., Fujifilm Logistics Co. Ltd.,
Sapporo Group Logistics Co. Ltd., Nankou
Unyu Co. Ltd., MGC Woodchem Co. Ltd.,
Unilever Japan Co. Ltd., Lion Co. Ltd, PALTAC
Co. Ltd.

【Purpose】
By presenting awards to companies that have made outstandingachievements in reducing the environmental burden of logistics,
improving logistics productivity, and creating a sustainablelogistics system, the program aims to motivate companies to takevoluntary action and to promote the spread and expansion ofgreen logistics.
【Type of Award】.

【Activities】
Toward the expansion of voluntary private sector initiatives for green logistics,
recognize excellent logistics partnership operators and introduce theirinitiatives, and so on.

Minister of MLIT Award, FY2022

Award for Excellence in Logistics Partnership

Relay transport starting from anintermediate base
Departure

Factory

Relay transport originating fromthe place of origin

ReturnRelay point

ReturnDeparture

1. Grand Prize (Minister'sCommendation)
2. Division Award(Director-General's Award)-Logistics DX-Standardization
Award-Logistics Structural ReformAward-Toughness and SustainabilityAward
3. Special Award

ReturnDeparture

Distribution
Center

Factory

ReturnWaiting time occurs
at relay point
Tends to extend
the time restraints

Distribution
Center

Departure

Advantages of adopting the“inner circle type”

Vehicles allocation using the“Integrated Vehicles Distribution Center” function

Compliance with handle times throughoperation plans that originate fromrelay points.
No waiting time due to rendezvous
The Drivers can return home upon
arrival at the garage.
Even if the origin and destination are
not exactly the same, the optimalround-trip combination operation is
performed by switching at the relay
point. CO2 emissions are reduced byminimizing empty running distance.

Consolidation of long-distance transport
Select optimal
information at each location
operation from
Vehicle Information
multiple relay points Cargo Information
ShipperA
Yuki
Automated vehicle
Preparation of Operation Plan
Switch Point Selection
dispatch simulation
ShipperB
Kawasaki
to plan round-trip
Integrated
operations with avehicleShipperC
Shizuokahigh actual vehicle
dispatch
OrdersOperationutilization rate
Center
Instructions
Hamamatsu
ShipperD
Formulate
operations with
NagoyaShipperEcompliance in mind

Shizuoka⇔Tohoku
Long-distance operation by relaytransport at two locations(Starting from Tochigi and Kawasaki)(Sendai⇔Ibaraki Yuki⇔Kawasaki⇔Shizuoka)

Kanto⇔Kansai
By strategic vehicle (low-floor chassis)round-trip relay transport(Hamamatsu as a starting point)(Osaka⇔Hamamatsu⇔Western Kanagawa)

Between Kanto⇔Kansai (Kyushu)
Relay transport combining ferrytransport and land transport(1) Starting from Hamamatsu, Osaka⇔Hamamamatsu→
Shizuoka→Kanagawa→Hamamamatsu
2) Fukuoka→Oita, Oita→Shizuoka)

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

29

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

令和 4 年度

エコシップ・モーダルシフト事業
優良事業者の募集
平成 20 年、モーダルシフトの推進を目的にスタートした「エコシップマーク
認定制度」は今回で 14 回目を迎えます。これまで 370 を超える事業者が“エコシップマーク”の認定を受けています。また特に功績のあった優良事業者に対し「海運モーダルシフト大賞」を授与しております。
令和 4 年度も引き続きモーダルシフトに貢献する荷主企業および物流事業者を募集いたします。

companies to use the Eco-Ship Mark. As part of this project,
the Eco-Ship Modal Shift Project Executive Committee has
implemented an Eco-Ship Mark certification system (theRORO 船

コンテナ船

長距離フェリー

Eco-Ship Mark indicates that a company is contributing toenvironmental efforts by using sea transport). As of April
2022, 176 freight owners and 199 logistics operators havereceived Eco-Ship Mark certification. Eco-Ship Mark certified
companies that have made particularly large contributions
are also selected to receive Director-General, Maritime
Bureau, Ministry of Land, Infrastructure, Transport andTourism awards.

令和 4 年度
募 集 期 間

令和 4 年 10 月 1 日（土）開始

令和 4 年 12 月 31 日（土）締め切り

国土交通省海事局 エコシップ・モーダルシフト事業実行委員会
http://www.ecoship.jp(Poster of invitation for Eco-Ship Mark certification)
Source: Committee for Implementation of Eco-Ship
Modal Shift Operations30

1 Promotion of global warming countermeasures○Project to promote network low carbonization in ● Project to promote network low carbonization inrailroad businesses, etc.
Railroads are essential means of transport in thedaily lives and economic activities of the people ofrailroad businesses, etc.

◯Subsidizing facilities,
etc.
Grid power

Japan. One of their notable features is that they
have a smaller environmental impact than other

Battery

modes of transport. In order to further promote
reductions in CO 2 emissions by railroads anddevelop circular and ecological economies, MLIT
and MOE are working together to support
deployment of state-of-the-art energy-saving

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

Feeder top/bottom
line integration

Energy management Construction/

reconstruction ofcarriages expected to
cut CO2 emissions by
40% or more

Station building, etc.

Supplementation
power device atstation building

facilities and devices that use energy efficiently

Regenerative carriage (braking)through a project to promote network low

Power transmission
to network

carbonization in railroad businesses, etc.

Power transmission
from network

Source: MOE (Tentative translation by Eco-Mo Foundation)○“Eco Rail Mark”system promotion and expansion
The“Eco Rail Mark”was established in FY2005 tocertify 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. MLIT and the Railway Freight Association (RFA) are striving to further
promote and expand the“Eco Rail Mark”. As of November 10, 2022 there are 167“Eco Rail Mark”productcertifications for 188 products, 98 certified companies, and 46 certified supporting companies.
○Promotion of Carbon Neutral Port
MLIT is promoting the Carbon Neutral Port
(CNP) initiative, designed to upgrade port functions●An image of specific efforts to establish Carbon
Neutral Ports (CNP)

in consideration of decarbonization and to improve

Chemical plant
Thermal source transformation to ammonia

the environment for receiving hydrogen and other

Decarbonization ofindustries located inwaterfront areas
Ammonia

Hydrogensubstances, to enhance the competitiveness of

power station(Hydrogen mixed burning)

Japanese industry and ports, and to contribute to
the realization of a decarbonized society. The“ActPipeline
Tanker truck

LNG storage tank

Steelwork (e.g., Hydrogen-reduction iron making)HydrogenHydrogen storage tank

Ammonia

Ammonia storage tank

LNG
bunkeringbase

Thermal Power Plant(Ammonia mixed burning)
HydrogenCO2 collection
apparatus

Biomass fuelBiomass fuel storage facility

Biomass power plant
LNG carrier

Partially Amending the Port and Harbor Act”

Preparation of material
receiving sites
Hydrogen/ammonia carrier

enacted in December 2022 established a system toBlue carbon(Absorption of CO2)

further promote the establishment of CNPs by, for

Decarbonization of port
operations

Biomass fuel carrier

example, requiring port management bodies toOﬀshore windfarm port

Pipeline
Tanker truck

LNG/Ammonia
bunkering vessel

CO2 carrier

Container ship

Installsolar panels
on rooftop

prepare a port decarbonization promotion plan

Onshorepower supply

Hydrogen storage tank
HydrogenHydrogenstationMake RTG, overhead crane,
and in-house tractor FC

SupplyElectricity

High-voltage transformer substation

based on discussions at the Port Decarbonization

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

Promotion Council, in which a wide range ofstakeholders participate. In addition, the project promoted the development of LNG bunkering bases, theconstruction of facilities to supply shoreside electricity to vessels at anchor, the introduction of offshore wind31

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

power generation, the introduction of low-carbon cargo handling machinery, consideration of the introductionof cargo handling machinery powered by hydrogen, and the use of blue carbon ecosystems, among others.
○Approval of Distribution Integration Efficiency Plans based on the Act on Advancement of Integration andStreamlining of Freight Distribution Business (Distribution Integration Efficiency Act).
In order to increase distribution efficiency and reduce environmental impact, plans have been approved fora project aimed at integrating and improving the efficiency 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 the establishment 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, 2022, 358 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 July 27, 2020, approval was given for the first time in Japan for a plan tosimultaneously convert two modes of transport, marine and rail, at the same time.

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: 8% 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

 Reduction of driver operating hours 2,976 hrs/yr (67% reduction)• Drive time reductions contribute to reductions in drives involving overnight stays.

 CO2 reduction ratio: 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 ratio: 22.9%

Source: MLIT (Tentative translation by Eco-Mo Foundation)32

1 Promotion of global warming countermeasures■Promotion of the Green Management Certification
SystemIn recent years there has been an increasing focus on environmental

problems such as global warming and air pollution. Satisfying both
environmental and economic concerns and creating a sustainableeconomic society has become an urgent challenge. The Eco-Mo
Foundation has created and distributed green management promotion
manuals containing checklists for self-assessment in order to promote
environmental conservation activities by transport related companies.
This manual, based on the concepts of ISO14031 (an international
environmental performance evaluation standard), contains checklist
items for environmental conservation items to be addressed, anddescriptions 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 resultsof these environmental conservation efforts, creating action plans
which include these improvement measures, and implementing themin order to achieve the improvements. This cycle makes it possible toimplement proactive, ongoing environmental conservation activities.
The MLIT is striving to promote this green management as acountermeasure against environmental problems.
In order to promote green management, the Green Management
Certification System was established in 2003. The Eco-Mo Foundationacts as the certification body under this system, objectively certifying
and publicizing environmental improvement efforts by companies,
based on the green management promotion manuals. This produces
greater understanding and motivation of the green management certified businesses by other companies andusers, with the ultimate objective of reducing the environmental impact of the transport industry.

■Project to promote decarbonization of distribution operations (subsidy for projects
to promote decarbonization of distribution operations)
The project will promote

to logistics facilities and EV trucks

Powersharingrenewable energy facilities utilizing
the roofs and sites of logistics
facilities, such as warehouses andSecondarybatteryStore

Producestorage ofelecticity

biomassin an integrated and efficientmanner through the installation of

Renewable Energy Facilities(Private power generation)

Wind
power

Purchasing
renewable
electricity

Solar power (generation)(Installed on warehouse roof, etc.)

For stationary use
EV charging

stored power
Warehouse operation
use

Logistics facilities
Sunlight

Improved eﬃciency of warehousing and shipping

Improved eﬃciency of warehouse operations

Electricity
storage
EV vehicles
Charge use

EV Charging Facilities
Quick
Charging
StationEV
truck

Energy management
systemEV
Buselectric
automobile

Hydrogen
Plant

Truck reservation system

truck terminals.

AGV(Automatic Guided Vehicle)

Use

Sustainable Logistics

supporting efforts to supply energy

Support for the integrated introduction of renewable energy facilities and equipment into logistics facilities

Decarbonization
Management Improvement

decarbonization of logistics by

Utilization as a local resource

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

33

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion 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 Second Basic Plan on
Transport Policy, endorsed by the Cabinet on May 28, 2021, covers the period from FY2021 to 2025, and basedon this plan, transportation-related measures have been promoted in a comprehensive and systematic manner.
The Basic Act on Transport Policy requires that a white paper on the transport policy be approved by the
Cabinet and reported to the Diet every year. The 2022 edition of the white paper was approved by the
Cabinet and reported to the Diet in June 2022.

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

Signiﬁcance of transport-related measures (Article 3)○Coping with the declining birthrate andaging population while contributing to:

National Policies (Article 16 – Article 31)【Enrichment of citizensʼ lives】○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.
○Ensuring safety and hygiene for passenger facilities and services pertaining to public transport (Article 17.2)○Improved convenience, facilitation, eﬃciency of transport (Article 18) – Ensuring of regularity and smoothing of transport transfer processes, etc.

【Reinforcement of international competitiveness】○Formation of international maritime and air transport network and bases, improvement of accessibility (Article 19)【Enhancement of regional vitalization】○Formation of a domestic transport network and bases (including formation of major
high-speed transport network) Ensuring the provision of transport services (Article 20)○Strengthening of foundation of transport-related business and human resource sourcing support(including improvement of working conditions) and training (Article 21)

・The enrichment of citizensʼ lives
・The enhancement of international competitiveness・The development and sustainability of regional vitalization and local communities○Based on the viewpoint of strengthening territory, accurately
responding to movement for evacuation even in a large-scaledisaster, taking into account the importance of ensuring
sustainability of socio-economic activities【Coping with large-scale disasters】

Reduction of environmental impact (Article 4)【Appropriate role division and cooperation】

Division of roles and cooperation between
various means of transport (Article 5)Securing of transport safety (Article 7)

Duties of relevant parties in the national 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)
Measures by local public agencies (Article 32)○Reduction of transport function declines and acceleration of recovery in the event of a large-scale disaster, earthquake resistance
improvement, securing of alternate means of transport, smooth evacuation of large numbers of people (Article 22)【Reduction of environmental impact】○Improvement in user-friendliness of eco-cars, modal shift and public transport system (Article 23)○Improvement of comprehensive transport systems, prioritized improvement with consideration of transport demand and deterioration due to aging (Article 24)○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, ICT utilization (Article 29)○Establishment of international collaboration and promotion of international cooperation, overseas development of transport infrastructure (Article 30)○Reﬂection of citizensʼ opinions (Article 31)

Formulation and implementation of the Basic Plan on Transport Policy (Article 15)＜Council consultation, Cabinet decision＞
Source: MLIT (Tentative translation by Eco-Mo Foundation)34

1 Promotion of global warming countermeasures■Promotion and support for Japanese MaaS

Support is being provided for the creation of the infrastructure needed for the new mobility service,

Mobility as a Service (MaaS), as well as for the construction of MaaS and its widespread use, which will help
solving local 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.

MaaS implementation and collaboration
Implement MaaS for seamless mobility across areas and businesses
 Focused support for initiatives that aim for wide-area collaboration and initiatives that enable collaboration among a wide
range of businesses, such as the use of My Number Card.
 Organize necessary preconditions, requirements, functions, etc., with the aim of building a collaborative infrastructure thatstraddles areas and ﬁelds.
Support for businesses to develop and evaluate new mobility service business plans
Existing public
transport

Wide area Maas in Kyushu<Case Studies>Left: Seamless MaaS services are provided over awide area by implementing the same PF andapplication infrastructure throughout Kyushu.

New mobility

Local contents

Provide seamless
mobility service
andintegrate local contents
utilizing
digital technologies

Right: In Maebashi City, a citizen authentication function was implemented by linking a My Number
Card to a transport IC card, providing discounts
to citizens for public transport.

Sightseeing, commerce, public services, etc.

Promotion of digitization of transport operators essential for MaaS implementation
Support for introduction of traﬃc information data
conversion and congestion information provision system Raise the level of small and medium-sized businesses, etc.
that have not yet been digitized in order to achieve data
linkage within the region and across the wider region.
 DX to improve eﬃciency and sophistication ofmanagement and services.
Support for introduction of new payment methods such as
IC cards, QR and touch payments, facial recognition, etc.
 Payment data accumulation enables service sophisticationand seamless cashless travel

Support for implementation of AI on-demand transport
Support for the introduction of new mobility devices suchas shared bicycles, electric kickboards, green slow
mobility, etc.
Bas operator
Company A

Standard bus
information
formatGTFS

Route search operator
Company A
Company B

Company B
Company C

RouteSchedule
Fee
Etc.

Company C
Company D

Utilize for *imformation provision and traffic analysis, can collaborate with “Basroke” (GTFS-Realtime)

Source: MLIT (Tentative translation by Eco-Mo Foundation)■Green Slow Mobility

Based on the Paris Agreement that was concluded in 2015, the aim is to reduce greenhouse gas emissions

to essentially zero by the latter-half of the 21st century within a global framework. In Japan, the aim is toachieve a carbon neutral, decarbonized society with greenhouse gas emissions at zero overall by 2050.
At the MLIT, Green Slow Mobility aims to solve various transport problems in local areas, such as the
securing of transport services where societal aging is advancing and the development of new sightseeing
mobility for tourist attractions. Simultaneously it also aims to spread low carbon mobility in local areas.
Green Slow Mobility is a small mobility service that utilizes electrified vehicles that can travel on publicroads at speeds of less than 20 kilometers per hour. By using power generated from sustainable sources suchas solar or wind power, it is possible to achieve decarbonized transport.

35

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

Green Slow Mobility︓A small mobility service that utilizes electriﬁed vehicles that can travel on public roads at speeds of less than 20 kilometers per hour.
【Features of GSM】
①Green･･･Eco-friendly transport service utilizing electriﬁed vehicles②Slow･･･Enjoy the scenery, suitable for residential roads, reduce the number of serious accidents occurred③Other･･･Smaller, more open, and easier to get on and oﬀ compared to vehicles with the same capacity
Light vehicles

Small vehicles

Standard-sized vehicle

4-person

5-person

10-person

4-person

6-person

11-person

7-person

18-person

4-person* A midsize vehicle driving license is required to operate vehicles bearing 11 people

Green Slow Mobility, which is specialized for short-distance travel at low speed, is expected to provide
new transport services that complement existing transport systems to introduce the “one last/ﬁrstmile” for local residents and new mobility for tourists, as well as to encourage local activities.
①Transporting rural residents
１）Areas without bus service２）Areas with a high proportionof elderly residents
３）Improving welfare for the elderly４）Conversion from existing buses② Mobility for tourists
１）Sightseeing tours by guides２）Short-term regular tourist buses３）Park-and-ride４）Events③Short rides
From parking spaces tofacilities, or between facilities④Local branding
As the "face" of the area

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

1 Promotion of global warming countermeasures■Measures for promoting rail use
The Ministry of Land, Infrastructure,

Transport and Tourism (MLIT) promotes
the use of railway by supporting forconstructions of connecting lines between
routes, mutual direct connections, subway
maintenance, and comprehensive renovation
at railway stations.

●Examples of Service and Convenience Improvement Measures◆Urban Railway Convenience Improvement Project・Kanagawa Eastern Bound Lines（Sotetsu/Tokyu Direct Lines）◆Urban Railway Improvement Project（Underground High-Speed
Rail Improvement Project）
・N aniwa-suji Line, Fukuoka City Nanakuma Line, Tokyo Metro
Yurakucho Line extension, Tokyo Metro Namboku Line extension◆Railway Station Comprehensive Improvement ProjectShinagawa Station, Keihin Kyuko Railway, Sagami Railway Ebina

It is also collaborating with rail operators

Station, Odakyu Railway Chuorinkan Station, JR Tokai Kariya Station,
JR West Shimogion Stationin the“Eco Rail Campaign”, promoting theuse 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 transport systems use low-floor trams(LRVs), improve their track and stop to provide easy boarding and unboarding, punctuality, travel
speed, comfort, and other features.

●Overview of LRT systems

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

Features

LRT is an improvement on the driving areas, carriages, and other aspects of conventional streetcars, eﬀectively
utilizing existing road, rail, and other infrastructure. It is a public 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 used

Conventional
designscenery●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）

Vibration

䋻 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

эdesigned
to match
local

CO₂ 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 translation by Eco-Mo Foundation)

37

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

In addition to the long-term decline in demand due to population decline and other factors, the situation

surrounding regional public Transport has become more challenging because of the impact of the novel
coronavirus infection.
Meanwhile, the number of elderly people giving up their driver's licenses remains at a high level, and it is
becoming increasingly important to ensure that they have a means of Transport that support them.
In light of these difficult conditions, and in response to discussions at the Regional Public Transport
Subcommittee of the Transport System Subcommittee of the Council for Transport Policy, the supplemental
budget for FY2022 and the initial budget for FY2023 significantly strengthened budgetary support, including abudget to support“co-creation”efforts, the addition of core projects to the“Comprehensive Grant for Social
Infrastructure Development”as a new initiative, and the inclusion of“Area Integrated Agreement Operation
Projects. In addition, a bill to partially revise the Act on Vitalization and Rehabilitation of Local Public Transport
Systems was submitted to the 211th Ordinary Diet Session in 2023. These measures will promote cooperationand collaboration among local public bodies, public transport operators, and other relevant parties in eachregion, and realize the redesign of the regional public transport network to make it more convenient,sustainable, and productive.

●Current status of and issues with local public transport
The number of transport passengers at fixed route bus companies is in a large declining trend but this decrease is particularly stark in rural areas.
Roughly 70% of bus operators nationwide have income deficits in their general fixed route bus business.
In addition, more than 70% of local rail operators have a deficit in their current account balance.
The lack of professional drivers is worsening year on year with the post-to-application ratio twice that of the total job average.
The number of elderly persons surrendering their driverʼs licenses has sharply increased in recent years.
Bus transport

Lack of professional drivers(100 transport passengers in FY2000)(post-to-application ratio (including part-time))

Transport passengers (Tokyo, Osaka, Nagoya)Transport passengers (other than Tokyo, Osaka, Nagoya)Transport passengers (nationwide)

Population (other than Tokyo, Osaka, Nagoya)Bankruptcy ofLehman Brothers
Vehicle driving
Total job average
Marine/air pilots
Train driving
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 20192006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019

Source: MLIT

Source: Ministry of Health, Labour and Welfare created by MLIT Policy Bureau

Year on year increase of surrendered driverʼs licenses

Deterioration of local public transport services(No. of licenses cancelled on request)(General fixed route bus operators and local rail operator current account balance)（thousand）

General fixed routebus operators

Local rail
operators

75 and over
Under 75

ProfitDeficit(Operators with more than 30 vehicles (as of FY2019)2018

Source: MLIT Policy Bureau

1998

2002

2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

Source: NPA created by MLIT Policy Bureau

It is assumed that the local public transport environment will become evenmore difficult in the future with the rapid population decline.
Source: MLIT (Tentative translation by Eco-Mo Foundation)38

1 Promotion of global warming countermeasures■Promotion of eco-commuting

There is a growing demand for a shift in means of 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.
Furthermore, 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 2022, 814 business sites have been registered.

Advantages of increasing eco-commuting
for communities and companies
Advantages for oﬃces andmunicipalities

Advantages for employees

Advantages for communities● Improvement of company/● Health promotion● Improvement of local environment● Reduction of parking expenses● Do not get caught up in traﬃcjams● Improvement of public transport● Transport safety management for● Safe commuting on public● Prevention of global warming

organization imagetransport

employees● Health management forservice levels● Vitalization of town centers

employees

Before implementing
eco-commuting

Home/dorm
Workplace
After implementing
eco-commuting

Traﬃc jamAccident

StationStationCommute on public transport
Commuter bus
Park & ride,etc.

Home/dorm Commute in car share
Workplace
Improvement of company/
organization image

Improvement of public
transport service levels
Commute on public transport

Reduction of
parking expenses
Transport safety
management
for employees

Commute by bike

Health management for
employees
Do not get caught
up in traﬃc jams

commuting on
Health Safepublic
transport
promotion

Vitalization of
town centers
Prevention of global
warming

Improvement of local
environment

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

39

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, to promote the greater adoption and to vitalize the housing market andlocal economies, by encouraging 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 2022, 26 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 translation by Eco-Mo Foundation)40

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

measures to reduce the excessive dependence on private vehicles, which account for the majority of thesector’s emissions, and promote the use of public 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 FY2004 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)FY・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” (Tentativetranslation by Eco-Mo Foundation)

41

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.
With regard to the recent EST Forum, the 13th Forum was held with the main theme of“Changing thecourse of Asia’s transport sector through transformational change”and discussed situations after the“Bangkok Declaration 2020”. Due to the impact of COVID-19, the Forum was held online for the first timewith approximately 300 participants as in the past years. In October 2021, the 14th Forum was held online at“Aichi Sky Expo (Aichi International Exhibition Center)”. In this Forum,“Aichi 2030 Declaration”was
adopted, setting out EST goals by 2030 in line with international trends including the SDGs and the Paris
Agreement to accelerate the decarbonization movement in Asia.

42

1 Promotion of global warming countermeasures

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, which allows people to use cars only when needed without owning them, has been
popular worldwide, and in Japan, the number of car-sharing users exceeds 2.6 million (according to an
Eco -Mo Foundation survey conducted in March 2022).
In FY2012 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

BeforeAfter●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

BeforeAfter●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

Before0

AfterOverall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

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

43

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector（2）Energy Saving Act-based measures
The steady implementation of energy saving measures is an important challenge in tackling global
warming.
The Act on the Rational Use of Energy (the Energy Saving Act) seeks to rationalize the use of energy
based on“Operator’s decision criteria”defined by the national government. In particular, businesses whoseenergy consumption exceeds a certain amount (specified businesses) are required to report their actual energy
consumption (periodic report), prepare a medium- to long-term (3 to 5 years) plan for rationalization of energy
consumption (medium- to long-term plan) and submit it to the government every fiscal year.
In addition to these efforts, the revised Energy Saving Act, which was passed in May 2022, newly requires
businesses to switch to non-fossil energy sources in order to achieve carbon neutrality by 2050 in response to
the growing environmental awareness in recent years. The name of the law was revised to“Act on
Rationalizing Energy Use and Conversion to Non-Fossil Energy”from“Act on Rationalizing Energy Use”inline with the content. Under the revised Energy Saving Act, businesses are required to set targets for theconversion to non-fossil energy and take respective measures based on the“criteria for businesses converting
to non-fossil energy”newly established by the government, while continuing to rationalize overall energy use
as before. Specified carriers and specified shippers are required to report to the government their mid- tolong-term plans and actual results regarding the conversion to non-fossil energy as well as the aforementioned
plans (rationalization of energy use).

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(534 as of the end of March 2022)

Speciﬁed freight owners

Must create and reporton energy saving plans(802 as of the end of June 2022)

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 carriers designation status (total of 534 companies as of the end of March 2022)
Freight

No. ofcarriers

Passengers

Railway

Commercial
trucksPrivatetrucksShipping

Railway

Buses

Taxis

Shipping

1

275

76

29

26

93

21

11

44

Aviation

Total

2

534

1 Promotion of global warming countermeasures[Overview of determination criteria for carriers with respect to energy usage rationalization, etc.]
The following items are specified.
（1）‌From a medium- and long-term perspective, each carrier should set as a target an annual average
reduction of 1% or more in energy consumption rates or electricity 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.
Items to be addressed (energy conservation criteria)
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 securing
return cargo, 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 electricity 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.

45

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector●Criteria for transport operators for non-fossil energy conversion

Targets related to the conversion to non-fossil energy for transporttransport
Business

Approximate Quantitative Targets

Guideline for Qualitative Targets

small truck(8 tons or less)

Replace 5% of the fleet with non-fossil energy Increase in the share of non-fossil energy in the use ofvehicles by FY2030
electricity for vehicles

Large truck(Over 8 tons)

None
Introduce non-fossil energy vehicles by FY2030(Considering setting quantitative guidelines by(including the establishment of an operational structure)
FY2030)Bus

Replace 5% of fleet with non-fossil energy Increase in the share of non-fossil energy in the use ofvehicles by FY2030
electricity for vehicles

Cab

Replace 8% of the fleet with non-fossil energy Increase in the share of non-fossil energy in the use ofvehicles by FY2030
electricity for vehicles

Railroad

Convert 59% of electricity consumption to Introduction of electric, FC, or non-fossil energy vehicles
non-fossil energy in FY2030 (for electric (including establishment of an operation system) byvehicles)
FY2030 (for internal combustion vehicles)

Ship

None
Introduction of hydrogen FC, battery, and LNG carriers(Considering setting quantitative guidelines by from the late 2020s onward (including establishment of
FY2030)operational systems, etc.)

Aircraft

The percentage of SAF use in fuel use in
Proactive introduction of aircraft equipped with new
FY2030 shall be 10%*.
aircraft environmental technology* Total of international and domestic flights

Measures to be taken to achieve the goal of non-fossil energy conversion
transport
Business

Measures to be taken

Automobile(trucks, buses,
cabs)(1) Introduction of non-fossil energy vehicles (EVs, FCVs, PHEVs, non-fossil fuel vehicles)(2) Use of non-fossil fuels instead of fossil fuels(3) Introduction of charging and other infrastructure integrated with (1)(4) Cooperation, investigation and study with related parties (government agencies, manufacturers,
shippers, etc.) toward (1) or (2).
(5) Select a high non-fossil energy rate for electricity used in EVs and PHEVs.

Railroad(1) C onversion of externally procured electricity to non-fossil fuel, acquisition of non-fossil fuelcertificates, etc.
(2) Installation of photovoltaic power generation equipment, etc.
(3) Introduction of electric or fuel cell vehicles(4) Use of non-fossil fuels in place of fossil fuels(5) Cooperation, investigation and study with related parties (government agencies, manufacturers, etc.)
toward (3) or (4).

Ship

(1) Introduction of ships that use non-fossil energy such as hydrogen FC ships(2) Introduction of LNG carriers for future use of synthetic fuels, etc.
(3) Use of non-fossil fuels(4) Cooperation with related parties (government agencies, manufacturers, shippers, etc.), surveys andstudies for (1) to (3)(5) Utilization of onshore power supply system at anchor

Aviation(1) Proactive use and expansion of SAF(2) Introduction of equipment equipped with new environmental technology(3) Cooperation with related parties (government agencies, manufacturers, shippers, etc.) toward (1) or (2)(4) GPU (ground power unit) is given priority

Common to all
modes

(1) E
 fforts to switch to non-fossil energy in cooperation and collaboration with shippers, users, or otherbusinesses【Shipper’s Criteria】
transportmachinery andequipment
small truck(8 tons or less)
Large truck(Over 8 tons)
Railroad
Ship

AircraftApproximate Quantitative Targets

Guideline for Qualitative Targets and Measures to be Taken

5% of vehicles used for transport both for ○C onducting technical development and demonstration
private use and dedicated use by shippers
tests of vehicles and other equipment that use non-fossil
will be replaced with non-fossil energy
fuels in cooperation with transport companies andvehicles in FY2030.
manufacturers of vehicles and other equipment.
○C onducting technical development and demonstration
experiments of non-fossil fuels in cooperation with
manufacturers and others related to non-fossil fuels○Establishment of operational rules for the introduction planand delivery plan for vehicles, etc. that use non-fossil
energy and for refueling and recharging infrastructure incooperation with other shippers, quasi-shippers, freight
forwarders, etc.
○Conversion to non-fossil energy through the development
and supply of non-fossil energy production facilities incooperation with energy suppliers, etc.

46

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 discussing uniform worldwide measures for reducing
carbon dioxide (CO₂) emissions from international maritime transport, which are not included in the scope ofindividual countries’ activities based on the Kyoto Protocol or the Paris Agreement. In April 2018, the IMO
adopted the“IMO GHG Reduction Strategy”, the first commitment in the world to zero greenhouse gas (GHG)
emissions in a single sector as soon as possible during this century, and discussions are currently underway todevelop an international framework for GHG reduction.
At the IMO meeting in June 2021, they decided to adopt a treaty on a new CO₂ emission regulation for theworld’s large ocean-going vessels, the“Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity
Indicator (CII) Rating System,”based on a joint proposal led by Japan to encourage existing ships not subject
to CO₂ emission regulations to improve fuel efficiency and operations. This regulation will come into effect in
2023.
The“GHG Reduction Strategy”is to be revised in the spring of 2023, and discussions are underwayinternationally for the revision. At the IMO meeting in November 2021, Japan, along with other countries
including the United States and the United Kingdom, jointly proposed a new goal of“Net Zero GHG emissions
by 2050 (carbon neutrality by 2050)”for the revision of this strategy.
In order to achieve the global GHG reduction targets, Japan, which has excellent energy-saving technology,
will take the lead in formulating an international framework in order to reduce GHG in the IMO to improve
international competition in the international maritime industry.

■International air transport sector greenhouse gas emissions reduction measures
In 2022, the 41st General Conference of the International Civil Aviation Organization (ICAO) adopted carbon
neutrality by 2050 as a global long-term reduction target for greenhouse gas emissions in the international
aviation sector.“Carbon Offsetting and Reduction Scheme for International Aviation”(CORSIA), which offsets
CO₂ emissions in excess of the baseline through a market mechanism by utilizing sustainable aviation fuels(SAF), improving operational methods, and introducing new aircraft technologies, was also reviewed in the
General Conference. A resolution was adopted that included a baseline change to 85% of 2019 emissions,which is expected to increase
emission reduction obligations●Decarbonization Initiatives in the Aviation Sector

beyond 2024.

International Aviation: Global Reduction Targets (ICAO)

From 2021, voluntary
participating states will begin
implementing reductions ingreenhouse gas emissions
based on the scheme. From2027 onwards, participation
will be mandatory for all
countries except those withemissions levels below adefined threshold.

At the ICAO General Assembly (2010, 2013), the following global reduction targets for CO2 emissions frominternational aviation were decided and specific measures were discussed
Global Reduction Targets
1. 2% improvement in fuel efficiency annually

2. No increase in total emissions after 2020 (CNG2020: Carbon Neutral Growth 2020)

CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation)
No action

Means of Achieving
the Goals

Implementing (2)① Introduction of
new technology② Improvement of theoperation method③ Utilization SAF④ Market mechanisms

Implementing(1)
Implementing(3) & (4)Conceptual diagram of the estimation of CO2 emissions from international
aviation and emission reduction targets

 Offset the increase in CO2 emissions from the baseline even if reductions are
made through (1) to (3) by (4) using market mechanisms (carbon credits) Japan has voluntarily participated since 2021. System up to 2035.

Domestic Aviation: Global Warming Action Plan (Paris Agreement)

History of Long-Term Goal Formulation at ICAO Establishment of a task group (LTAG-TG)
at ICAO to study long-term goals for theinternational aviation sector.
Japan was appointed as the chairpersonto lead the discussions on the formulationof the long-term goals.
 Adopted the long-term goal “carbon
neutrality by 2050” at the ICAO General
Assembly in 2022.
【Chairperson of LTAG-TG】
Gen Yoshimura

Director of the Airworthiness Standards andInternational Aﬀairs Oﬃce, Civil Aviation Bureau,
Ministry of Land, Infrastructure,
Transport and Tourism(Developed May 2016, revised October 2021)

Revised this year to target a 16% improvement in emissions intensity in FY2030, up from 8% improvement in 2013 (noincrease in emissions from 2013 levels) ※FY2013 1.3977 （kg-CO2/ton-kilo）→ FY2030 1.1693 （kg-CO2/ton-kilo）

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

47

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 translation 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 translation by Eco-Mo Foundation)48

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), which is 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 theAutomobile 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％
1983 regulations 61％

60
40

1988 regulations 52％

Short-term regulations

1994 regulations 43％

Long-term regulations

1999 regulations 33％
2004 regulations
24％
2005 regulations
New long-term regulations
15％
2009 regulations
Post-new long-term regulations
5％
2016 regulations
3％

New short-term regulations

20
0

1974

（S49）

1979

1984

1989

1994

1999

2004

2009

2016

Reduction（%）

Reduction（%）

1977 regulations 85％

80
60
Long-term regulations

40

1999 regulations 36％

New short-term regulations

20
0

1974

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

（H28）
（MLIT
S49） (Tentative translation by Eco-Mo Foundation)（H21）
Source:49

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

In urban areas where Automobile NOx/PM air quality standards had not met, nitrogen oxidecountermeasure areas and particulate matter countermeasure areas were defined and restrictions wereplaced on vehicle users with the aim of achieving air quality standards in the areas by roughly 2010.
Specifically, for areas specified in the regulations, users are prohibited from registering vehicles which do notmeet specific exhaust standards (model prohibition) and mandate the submission of exhaust gas regulationplans by specified operators. Tokyo 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 and regulations for users with the aim of achieving air quality standards targets in urban areas by2020 were set out.

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

50

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 FY2005 the MLIT has conducted street inspections to check fuel sulfur content. When incidents ofuse of illegal diesel fuel with high sulfur content are discovered, warnings or orders to switch to proper fuelare issued, 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.

51

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.）●Outline of the Recycle Port Policy
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）
• Improvement of operations related to recyclable resource
centers of wide-area circulation of recyclable resources.
handling
part of Recycle Portmeasure implementation.
• Promotionof coordination
thestorage
government
andetc.
privateviding support forthe maintenanceof shipmentbetween
transfer andfacilities,
sector（use of the Recycle Ports Promotion Council, etc.）

e resource handling,（4）Promotion of coordination between the government and private
ncil, etc.）

komai Port

roran Port

Aggregatedrecycling facilities

chinohe Port

Port roadTokyo Port
Kisarazu Port

wasaki Portsukuwan Port

28/1/2011 Designated port
（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 translation 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

52

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）（3 ports）

Storagefacility

Kamaishi Port

Ishikari Bay New Port

19/12/2006 Designated 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 translation 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, a significant reduction has been achieved nationwide by
the end of FY2021 in the numbers of improperly stored vehicles (4,529
vehicles; 97.7% decrease compared FY2004) and illegally abandoned
vehicles (752 vehicles; 96.7% decrease compared to FY2004).

53

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 translation 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 leading country of maritime
trade 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.
Early enactment of the Ship Recycling Convention not only ensures the safety of ship recycling facility
workers and protects the environment but it is also important for the continuous development of the global
maritime industry through smooth removal of old vessels from the market.
In March 2019, Japan became a signatory and has been working towards the early enactment of theconvention in other countries. In particular, Japan has been promoting support to improve ship recycling
facilities through ODA in India, which is a major dismantling country that is indispensable to the enactmentof the convention, and this led to India becoming a signatory in November 2019. The enactment requirementsof the convention 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 ofthe end of January 2023 is (1) 19 countries, (2) 29.3%, and (3) 2.4%＊2 respectively.
Cooperation will continue to be pursued for the earliest possible ratification of the Convention by the majorcountries that have not yet to do so, such as Bangladesh.
Meanwhile, since pleasure boat hulls are made of FRP (Fiber Reinforced Plastic), to ensure proper recyclingof used FRP vessels, the Japan Marine Industry Association (JMIA) has been promoting awareness of the“FRP Ship Recycling System”operated by the JMIA through information and opinion exchange meetings theDistrict Transport Bureau, the Regional Development Bureau, and prefectural governments, which are held ineach regional block.
＊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 assuming that 40% of global merchant shipping tonnage in 2018 to be merchant shipping tonnage of signatory countries.

●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 translation by Eco-MoFoundation)54

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 working on global warming countermeasures in the transport and traffic sectors
according to their regional characteristics. Here we introduce the efforts of Fukui Prefecture, Himeji City
(530,000 inhabitants), and Oyama City (160,000 inhabitants).

■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 FY2002, 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's 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 in
FY2011, 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 andpublic transport.
● Track-sharing by different railway companies

Source: Fukui Prefecture55

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 fiscal year, public
transport classwork are being held by transport operators with elementary school children as the target toprepare the next generation with regard to this endeavor.

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

Source: Himeji City

56

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

■Oyama City-A project on promoting the use of community buses-

The number of bus users in Oyama City, which used to be 13.33 million/year (FY1970) at its peak, dropped

to 152,000/year (FY2007), and private bus companies withdrew from the business. Since then, Oyama City has
been operating the city’s only community bus service, the“O-Bus”.
The city launched a project on promoting the use of“O-bus”in FY2018, and since then, it has undertaken avariety of initiatives to promote the use of this service. Below are three distinctive initiatives in this project.
The first was publication of“Bloom!”, a lifestyle tabloid that proposes a life with buses. It was distributed
three times to a total of 53,000 households in the city. They also included information on places that can beaccessed by bus and articles describing how to live more comfortably by using buses for men and women of
all ages. As a consequence, the impression of people that“it is lame to take bases”changed, and the numberof opportunities for them to use buses increased.
The second, a new paper pass for commuters,“O-Bus Noroca,”was launched in October 2009. This
commuter pass features a user-friendly name “noro”(
means both“let’s take a bus”and“running slow”) anddesign in addition to a discount of 70% off the original price with unlimited-area ride by making it available forall lines.
In October 2020, a mobile pass for commuters“Smartphone de Noroca”was launched, allowing customers
to purchase and ride“O-Bus noroca”via a smartphone application LINE. Most recently, in February 2021,
they started a LINE coupon service. Furthermore, they have conducted an experimental study on taxi
vouchers that the clients can use by presenting“O-Bus Noroca”and provided a service that the clients canreceive discounts at commercial centers.
Third, they have put efforts into developing new routes, using larger buses, and increasing the number ofservices; Watarase line was newly introduced in March 2019, and in April 2020, Harvest Walk line was added
and the number of services increased for the New Shimin Hospital line. In addition, a larger bus started
running for Hanegawa line. In October, 2021, the number of services for Takadake line increased.
As a consequence of the above efforts, the system currently operates buses on 14 routes, covering 5
suburban-demand bus areas. The number of users increased from 367,000, approximately, in 2008 to 737,000 in
FY2020, and it is expected to exceed 800,000 in FY2021.

The lifestyle tabloid “Bloom!”
distributed to a total of 53,000
households in the city.

70％ oﬀ the original price with unlimited-area ride
A commuter pass for buses “O-Bus Noroca”

From the minimum service to the convenient service
Proactive introduction of new routes and increased operations

57

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: R educe energy consumption base units in FY2020 by 21% in comparison to FY2005
CO2 emission basic units: 0.00095t-CO2/RTK (revenue ton-kilometers)

CO2 emission basic unit index

Achievement: Reduce energy consumption base units in FY2018 by 23% in comparison to FY2005(FY)
Source: The Scheduled Airlines Association of Japan (Tentative translation by Eco-Mo Foundation)

Contents of major 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 FY2020
Achievement: Industrial waste final disposal rate in FY2018 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.

58

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

②Railway companies

The Japan Private Railway Association, which is a group of railway operators has been involved in the“Carbon Neutral Action Plan”formulated by the Japan Business Federation to realize a carbon neutral
society in the future, and the following efforts are being made mainly to achieve FY2030 target.
Target: 4 6% reduction in CO2 emissions related to operational electricity for all major businesses in FY2030
compared to FY2013
Contents of major measures:○Introduction of energy saving railcars
Energy-saving railcars are being introduced by equipping them with VVVF inverter control and regenerative
brakes for more efficient use of electric power and by reducing the weight of the car body.
(as of March 31, 2022)●Rates of introduction of energy saving railcars by 16 major private rail companies

Number of cars owned

Control method

Number of reduced weight cars

VVVF control

12,666 cars*

11,426 cars

Cars with regenerative brakes

Chopper control

1,673 cars*

697 cars

Resistance control, other548 cars*

185 cars

Cars without regenerative brakes

Resistance control, other

1,977 cars

200 cars*

16,864 cars (A)12,508 cars

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

15,087 cars (B)(total of *)Share of energy saving railcars

89.5％（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 Japan Private Railway Association (Tentative translation by Eco-Mo Foundation)○Effective use of renewable energy
We operate trains with less CO2 emission by using electricity from renewable energies that utilize NonFossil Fuel Certificate, etc., as well as regenerative electric power generated as an excess when the brakeis used.
○Optimization of vehicle operations
Measures are being taken to optimize train schedules and train operations through energy-saving operations
by reducing train acceleration times, and by decentralizing demand.

③Truck, 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.

59

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Japan Trucking Association
The Japan Trucking Association participates in the Japan Business Federation’s“Carbon Neutral Action
Plan (formerly the Low Carbon Society Action Plan)”. They have set a goal of reducing commercial trucks’
CO2 emissions per ton-kilometer transport in FY2030 by 31% compared to FY2005 in terms of CO2 emissions
per unit of transport, and the entire industry is working on various measures to achieve this goal.
【Contents of major measures】❖Developing a new action plan for the trucking industry as a whole・The importance and urgency of measures to combat global warming are increasing due to the frequent
occurrence of disasters around the world that are believed to be caused by climate change, and thetrucking industry is required to be more proactive in its efforts to combat global warming. Thus, the“Environmental Vision 2030 for the Trucking Industry - Toward Carbon Neutrality in 2050”wasformulated in March 2022 as an action plan to be undertaken by the Japan Trucking Association,
prefectural trucking associations, and businesses as a whole. Efforts are progressing.
Environmental Vision 2030 for the Trucking Industry” formulated in March 2022.

Brochure and Symbols

Environmental Vision 2030 for
trucking industry
Towards carbon neutrality in 2050

A “three-step actions” to be undertaken by carriersA

Environmental
Vision 2030

Reduction of CO2 emissions bytransport
Global warming mitigation actions to be taken in the
promotion of transport business

B

Reduction of CO2 emissions
at Oﬃces
Global warming mitigation actions to
be taken outside of the transport
operations

Environmental
measures by AllCMain goal and three sub-goals● Introduction of trucks with superior
environmental performance● Promotion of eco-driving
゙● Promotion of transport eﬃciency, etc.

● Power Saving at Businesses, etc.
● Reduction in the number of business trips throughthe use of web conferencing● Tree-planting projects, etc.

Global warming mitigation
actions to be taken otherthan actions in A
in promoting the● Waste Reduction
transport● Promotion of resource recycling
business● Noise reduction measures, etc.

Main Target

Reduce CO2 emission intensity of the trucking industry as a whole by 31%
in 2030 compared to FY2005 levels

Sub-targets(1) For vehicles with a gross vehicle weight of 8 tons or less, the number of electricvehicles in the ﬂeet in 2030 shall be 10%.
(2) Aim for each business to understand the total CO2 emissions or CO2 emissions
intensity of its own ﬂeet(3) Establish an Action Month to be shared by all Japan Trucking Associations andall Prefectural Trucking Associations.

❖Spread of trucks with great environmental performance and equipment that greatly improves fuel efficiency
・To further promote the spread of environmentally friendly vehicles, such as natural gas trucks which area promising alternative to petroleum in terms of energy security, hybrid trucks with excellent fuelefficiency, and electric trucks that do not emit CO2 when they run, a portion of the price difference
between the regular vehicle and these vehicles is subsidized.
・Provide subsidies for air heaters and truck battery driven coolers which can be used when engines are
stopped during truck driver breaks, when waiting for cargo to be loaded, etc.
・Make environment-compatible trucks and energy-saving equipment eligible for modernization fundfinancing and subsidize high rates of interest compared to ordinary investment.

60

4 Measures by local governments, companies, citizens’ organizations, etc.
Eligibility for various subsidies

Electric truck

Large LNG truck

Environmentally-friendly vehicles

Small CNG truck

On-board battery-operated cooler

Idling-stop support apparatus

Large CNG truck

Small hybrid truck

Air heater❖Support for improvement of awareness about environmental measures and energy-saving
・Distribute manuals to promote eco-driving and provide support for operator and driver initiatives.
・Participate in“the Eco-Drive
Activity Contest”held by the Eco-Mo Foundation and promote the
燃料電池車など今後の普及を模索する次世代環境対応車の例

acquisition of Green Management certification.
❖Project to create“Truck Woods”
・With the aim of preventing global warming through cultivating trees, the association has beenpromoting its project to created“Truck Woods”since FY2003. Around one hectare of national
forest field has been set aside as“ Truck Woods” and the association planted trees in
Nakagawaguchi Green Space, Port of Nagoya in Nagoya City in FY2022 in a project to contributesociety in which the association is involved in various activities in cooperation with local volunteers
to protect the forests.
・I n addition, the association is promoting projects to create independent“Truck Woods”inprefectural trucking associations and to spread this initiative nationwide.
〈FY2022 Project to create “Truck Woods” (Nakagawaguchi Green Space, Port of Nagoya)〉■Business Initiatives: Kikuchi Unyu Co.
Fostering safety and environmental awareness through “continuity” and “repetition”
The company, which handles charter transport of a diverse range of cargo, including construction materials,
food products, and heavy machinery, provides efficient transport services, including the addition of services thatmake use of the interval between the completion of a delivery and the next delivery. The company iscommitted to social contribution activities out of a sense of responsibility that“we are allowed to do businesson public roads,”and it emphasizes environmental and safety initiatives by operating a full range of training
programs, such as safety courses and maintenance instruction, to foster employee awareness.

61

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○Responding to social momentum by acquiring certification
Our company’s philosophy is“Safety takes precedence
over all other enterprises,”and we promote corporate
operations in which safety is the highest priority. Our
company has a corporate culture of“proactively taking
on good challenges,”and has taken forward-looking safetymeasures, such as the early adoption of advanced safety
equipment in its trucks. In the area of the environment,
our company decided to strengthen its environmental
measures in response to the growing social awareness ofenvironmental issues, and started“Green Management

A truck owned by Kikuchi Unyu

Certification”activities. In 2004, the head office and Tokyo Sales Office obtained the certification. At thesame time, the introduction of digital tachographs began, and in 2005, when the installation of digitaltachographs in all vehicles was completed, the number of certified offices was expanded. Now, all ouroffices have obtained the Green Management Certification.

○Nine principles for promoting eco-driving
Our environmental activities are led by the“Environmental Management Committee.”The
environmental manager oversees the entire operation, and the head of each business office is responsible
for environmental protection, so as to systematically manage the activities throughout the entire
company.
One of the main environmental activities is“promotion of eco-driving.”Our company has establishedthe“Nine principles of eco-driving,”which stipulate nine rules for eco-driving, such as“stopunnecessary idling,”“perform inspections and maintenance to ensure proper tire pressure.”We
encourage our drivers to follow these rules as the“basics”of the company’s environmental activities.
These“Nine principles of eco-driving”are required to be posted in all offices and are thoroughly
enforced on all drivers. In particular, daily inspections are essential not only to avoid vehicle
breakdowns, but also to improve fuel efficiency. Therefore, theKikuchi Unyu Corporation
2004.04.01 Created2021.08.01 Revised
2022.06.01 Revised

Organizational Chart for Implementing
Environmental Protection Activities

company works closely with the group companies in charge of
maintenance to ensure that

Top Managament

maintenance is performed as
Created February 27, 2004
Revised October 15, 2004
Revised October 1, 2006
Revised August 25, 2011

Environmental Management Comittee

the servicing company

1. Stop unnecessary idling

identifies points of concern

2. Inspect, maintain, and ensure proper tire pressure

for each vehicle at each

3. Stop unnecessary blasting

periodic inspection in order

4. Run at economic speed

to ensure proper operation

Environmental Management Manager

Environmental Protection Manager
Tokyo
Office

Chiba
OfficeNaganoOfficeToyohashi
OfficeMatsumoto
OfficeFunabashi
OfficeJoetsuOffice5. Stop sudden acceleration, sudden braking, and maintainan appropriate distance between you and the car ahead

Vehicle maintenance manager
Tokyo
Office

Chiba
OfficeNaganoOfficeToyohashi
OfficeMatsumoto
OfficeFunabashi
OfficeJoetsuOffice6. Shift up early
7. Use engine braking extensively during deceleration

Environmental protection implementation manager (Eco-drive implementation manager)

8. Do not load unnecessary items
9. Use air conditioning sparingly

Tokyo
Office

Chiba
OfficeNaganoOfficeToyohashi
OfficeMatsumoto
OfficeFunabashi
OfficeJoetsuOfficeDriverDriverDriverDriverDriverDriverDriverKikuchi Unyu Corporation
Conservation Promotion Manager of Environmental

Systematic promotion of “GreenManagement

soon as possible. In addition,(Eco-drive manual)

Nine principles of eco-driving

Thoroughly adhere to the “NinePrinciples of Eco-driving

62of the vehicles and to reduce
maintenance costs.

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

○More than 90% of the products meet the strict standards
Digital tachographs have contributed greatly to the establishment of
eco-driving. The system was introduced to encourage safe andeconomical driving. At first, driving techniques varied from driver todriver, and some drivers did not receive high marks. However, since
our company had invested in this program, it had to make sure thatthe device would produce solid results. Thus, it was decided that thesupervisor analyzed each driver’s digital tachometer evaluation and
Scene of safety training

decided to give personal coaching to those drivers who did not meetcertain standards and had received low ratings. After the training, progress is monitored closely, and thecontent of the training and progress is always reported to the head office. By steadily implementing these
initiatives, the level of driver performance improved dramatically. This initiative has become a pillar of
the company’s environmental and safety measures that continues to this day, and more than 90% of ourdrivers at all offices now score 90 points or higher “A”(
rank). At the Funabashi Office, all of its drivers
achieved the A-rank throughout the year – a remarkable achievement. Although our driving standards
are set stricter than those of other companies, many of our drivers still achieve good scores, and we feelthat our drivers have grown and eco-driving has become firmly established. We hope to increase thepercentage of A-ranked drivers to 100% at all business sites in the future. In order to reward drivers fortheir efforts, our company give awards to excellent drivers who perform well on the digital tachometerand have no accidents or problems, increasing their motivation.
In addition, a“safety convention”is held twice a year at each business site. At each of these safetyconventions, instructors use materials they have prepared themselves to teach proper driving methods,
laws and regulations, and other topics in order to improve knowledge.
The convention also offers maintenance courses. Plant managers of maintenance companies andautomobile dealers are invited as lecturers to teach drivers the importance of daily inspections and theimpact of poor maintenance on the environment and society. In recent years, this event has not been held
due to the Corona virus pandemic, but as soon as the situation improves, the company plans to bring it back.

○Iteration of education is essential
The“Green Management Certification”activities have yieldedsignificant results in the form of“cost reductions through improved
fuel efficiency”and“improved driver skills.”The improvement in fuelefficiency was particularly significant thanks to the use of digitaltachographs. In the year following the introduction of digitaltachographs in all vehicles (2006), the fuel efficiency was improved by
8% over the previous year, and at some business sites the
improvement exceeded 10%. Maintenance costs were also reduced by
10%. Not all of the initiatives introduced here went smoothly from the

Improved fuel efficiency throughthe use of digital tachographs

beginning. Not all drivers were interested in the activities, and there were some difficulties, but throughperseverance and continuity, the awareness that eco-driving and thorough vehicle inspections are a“matter of course”took root among the drivers. In safety and environmental activities, the company
believes that it is important to share the awareness of“doing things as a matter of course.”Although thefuel efficiency reached a high level around 2013, and the rate of improvement has become smaller, thecompany still set a goal of 1% improvement every year. To achieve this goal, it is important not to create
drivers who cannot do what is“normal,”and repetition of education is essential.
63Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○Government and businesses work together to protect the global environment
Since the end of last year, our company has begun to reduce the useof paper by converting documents to PDF format. We are also making
efforts to reduce industrial waste, encouraging employees to reduce
waste as much as possible, and making them aware of the need forthorough waste sorting. Our company will continue to make steadyprogress in these activities, with the long-term goal of developing each
employee into a person who takes environmental issues seriously.

Ensure sorting of garbage

We believe that greenhouse gas emissions in the transport industry are decreasing
due to the efforts of each company, and that further efforts are needed to achieve

emission reduction targets. Meanwhile, there are many companies in this industry
that are struggling to manage their businesses due to soaring fuel prices and othercost increases, and there is a limit to what can be achieved through the efforts of thecompanies alone. In light of this situation, we hope that the government and otherorganizations will consider further subsidies for the fuel costs and the introduction of
low-emission vehicles. The company believes that it is ideal and important for thegovernment and businesses to work together to address the global environmental

Wakao, Manager
Kikuchi Unyu

issues.
Company Overview

Address: 5-25-6 Toneri, Adachi-ku, Tokyo / CEO: Tadashi Kikuchi / Established in January 1965 / Capital: 50 Million Yen / Fleet: 300 Vehicles /Staff number: 400 / Registration to Green Management Certification: December 2004 (Head Office, Tokyo Office). In addition, Chiba Branch,
Nagano Branch, Matsumoto Office, Toyohashi Office, Funabashi Office, and Joetu Office are registered.

■Nihon Bus Association- Bus business“Low Carbon Society Implementation Action Plan”Target:○Cut CO2 emission intensity in FY2030 by 6% in comparison to FY2015.
○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.
For buses, make efforts to proactively introduce equipment such as idling-stop vehicles and digital
operation recorders that are effective in reducing CO2 emissions.
・Promotion of introduction of high fuel efficiency buses
Toward Carbon Neutral 2050, utilize subsidy programs provided by the national government, local
governments, and the Nihon Bus Association to actively promote the introduction of electric vehicles (EVbuses, FCV buses, hybrid buses) and fuel-efficient vehicles, etc.
・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
64

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

◇Promotion of installation and improvement of shared card systems and IC card systems◇Popularization of information systems such as bus location systems◇Active participation in regional measures such as Park & Bus Ride and omnibus town systems◇Promote introduction of community buses
・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.

■Japan Federation of Hire-Taxi Association- Hire-taxi industry's a Low Carbon Society Implementation Action Plan (voluntary action plan) Target level:○FY2020 target (total volume of emissions target)
Reduce CO2 emissions by 20% in comparison to FY2010.
○FY2030 target (total volume of emissions target)
Reduce CO2 emissions by 25% in comparison to FY2010.
Basis used to establish targets:○FY2020 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.
○FY2030 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 FY2020 30%,by FY2030 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 Association is
promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇Promotion of universal driver training and cultivating high quality drivers.
◇Improve of user convenience and promotion of taxi usage by improving taxi stands and promotion of the
deployment of advanced technologies such as smartphone-based technologies.
◇Expansion of shared taxi use and reduction of the amount of private car usage.
･Enrichment of and PR for sightseeing taxis◇Enrichment and engagement of PR for sightseeing taxis in order to reduce the usage of private cars on
freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestion and parking space
shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at
65

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

phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
travellers.
･Improvement of operation eﬃciency◇ Promotion of 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 to related organizations to establish and improve taxi pools in order to reduce the amount ofunoccupied taxi operation.
･Eco-driving◇Ensuring thorough stopping of engines when vehicles are stopped, prevention of excess vehicle coolingand 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.
◇ Promotion of the stopping of engines when vehicles are stopped and the deployment of EMS (digitaltachographs) 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◇ Encouraged use of 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.

④Warehouse companies

The Japan Association of Refrigerated Warehouses is continuing its efforts to reduce“CO2 emissions andenergy usage”through measures such as: ① Promote the introduction of energy-saving equipment that does
not use CFCs by actively utilizing the project for promoting the de-CFC and decarbonization of refrigerationequipment that supports the cold chain (one-third of the project cost subsidy, etc.) ② carrying out“Energy
usage fact-finding studies”and“Coolant studies”to collect basic data related to CO2 emissions reductions ③
Hold“Training Course for Experts in Handling Refrigerants and CFCs”to develop human resources withknowledge for proper management of CFCs, and ④ promoting the acquisition of Green Management certifications(subsidizing part of the cost of acquiring new Green Management certifications).
66

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

（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 & Car-free Day (September 16 to September 22),
initiatives in which residents refrain from using their own personal vehicles in central city areas and consider theissues of traffic and its effects on the environment, and urban life and how to best use vehicles. This transport
policy and event, which started in Europe, have now become a global environmental and transport event with
about 3,000 cities around the world, linked by a common objective and working at the same time. In 2022, theevent was held in seven locations in Japan (Zushi City; Kanazawa City; Fukui City; Toyohashi City; Hino-machi,
Shiga; Osaka City; and Fukuyama City).
＊Citizen group-sponsored; Those unmarked are local government-sponsored. Secretariat : (GIA) 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 becamethe (GIA) Denki Unazuki Project.
At the Unazuki Hot Spring, it introduced apublic transport project using renewable

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

Park and rideto the hot spring
districtenergy such as small hydroelectric generation
and Green Slow Mobility (eCOM-8 low-speed
eight wheel electric community vehicles,
known

as“EMU”). The

Corporationisworking to attract tourists to Unazuki Hot

electrified vehicle
rentalSpring, which has flourished as an advanced
eco-hot spring resort as the result of thispowerdevelopment,

and

to

promoteautonomous community development fromthe perspective of local consumption of locally
produced energy.

The hot spring district isan electrified vehicle zone

Energy is provided
by small hydroelectric
generation

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

67

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

ColumnNationwide Bus Map Summit(Bus map creation initiative by citizens)
The Nationwide Bus Map Summit is held 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.
Last year, the 19th event was held in Matsue. In the weekly Zoom meetings, GTFS data conversion of bus
information, automatic map drawing, and traffic information signage plans are also discussed.
●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

SendaiCommunity Development Policy
Forum

100 Yen Pakku Map

Tokyo (Metropolitan Area)

YUKAI 3-chome
RACUMobi

Bus Service Map

Niigata

Niigata Environment and Transport
Research Society

Niigata City Transport Map

Fukui

ROBA (Fukui Tram and Machizukuri
Association NPO Inc. )Fukui Norinori Map
BUS-DENSYA-NET FUKUI3 Tokai Prefectures (Aichi, Gifu, Mie)

Public Transport Machizukuri
Promotion Network

Rosenzu.com
Gifu City Bus Map, etc.

MatsueProject UI NPO Inc.

Docodemo Bus Net
Docodemo Bus Book
Docodemo Bus Map Sugoroku

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

Bokke Convenient Bus Map
Bisan Seto Access Map

Hiroshima

Hiroshima BRT Research Society

Bus Supermap

Okinawa

Bus Map Okinawa

Bus Map Okinawa

Source: The Nationwide Bus Map Summit website (Tentative translation by Eco-Mo Foundation)●Bus maps example
Docodemo Bus Book

Fukui Norinori Map

Source: NPO Project YUAI, ROBA (NPO Fukui Streetcar and Town Development Association)

68

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

（4）Measures by the Eco-Mo Foundation①Implementation of the transport business Green Management (low environmental
impact business management) Certification System
The Green Management Certification System, which objectively certifies the efforts of companies to makeenvironmental improvements, strives to encourage companies to engage in environmental efforts, andcontributes to reductions in the environmental impact of industry by fostering understanding and cooperationof certified companies, among society, or 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. By the end of 2022, the number of certified and registered operators
reached 3,193 at 6,246 business sites. The Eco-Mo Foundation announces these operators as“environmentallyfriendly transport operators”on its website, and also makes a monthly press release on the new registrations
to newspapers. In addition, the number of vehicles owned by certified and registered operators of trucks,
buses and cabs accounts for 10.3% to 14.0% of the total number of vehicles owned by operators nationwide inJapan.
※ 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, 2022

Vehicles owned
by allcompanies

Percentage
Owned byCertifiedCompanies

Notes(Note 1): The number of vehicles owned as of the end of March 2021.
Source: “The number of vehicles owned based on data from the
Ministry of Land, Infrastructure, Transport and Tourism’s Motor

Trucks136,900

1,323,716(Note 1)

Vehicle Bureau” (published by the Automobile Inspection and

10.3%

Registration Information Association). Figures include thenumber of trucks for business use (excluding trailers) andspecial purpose vehicles for business use, and do not include
the number of registered light freight vehicles.
(Note 2): The number of vehicles owned as of the end of March 2021.

Buses

12,867110,183(Note 2)

Source: “The number of vehicles owned based on data from the

11.7%

Ministry of Land, Infrastructure, Transport and Tourism’s Motor
Vehicle Bureau” (published by the Automobile Inspection andRegistration Information Association).
(Note 3): The number of corporate cabs plus the number of vehicles

Taxis

26,781

191,656(Note 3)

specialized in welfare transport as of the end of March 2021.

14.0%

Source: “Taxi Today in Japan 2022” (published by the Japan
Federation of Hire-Taxi Associations).

69

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

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

system has come to be evaluated highly, even being included as an element in government measures.
○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 FY2007 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 FY2008 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 Local 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 systems70

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

Local governments:
8 organizations (Chuo-ku, Tokyo; Shinjuku-ku, Tokyo; Sumida-ku, Tokyo; Katsushika-ku, Tokyo; Yokohama
City, Kanagawa Prefecture; Shiojiri City, Nagano Prefecture)
Industry groups
Japan Association of Refrigerated Warehouses, 36 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 sites which actively promote eco-commuting, widely sharing information on their eﬀorts inorder to promote greater adoption of eco-commuting.
The“Conference on Promotion of Public Transport”, consisting of various transport operator organizations,
economic organizations, related government bureaus, and other organizations, acts as its certification body.
MLIT’s Policy Bureau Regional Transport Division and the Eco-Mo Foundation jointly operate the certification
system as the secretariat. By the end of December 2022, 814 business sites have been certified and registered.
Certified establishments that have made particularly outstanding efforts may be recommended for the
Minister of Land, Infrastructure, Transport and Tourism Award. In FY 2022, Toyama City Hall received the“Minister’s Commendation for Excellent Transportation-Related Environmental Preservation Business Awardin 2022”.
●“Toho Katsu” – an application for which public
transport use is also eligible for points.

●Free advertisement on local buses posted as abenefit to a registered office.

71

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of eco-driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementation Council (consistingof 16 transport related organizations) as well as conducting activities in order to promote the spread of diverse
eco-driving independently.
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 FY2011, the“Eco-Driving Activity Contest”has been held under the auspices of the Eco-Drive
Promotion Liaison Committee (National Police Agency, Ministry of Economy, Trade and Industry, Ministry ofLand, Infrastructure, Transport and Tourism, and Ministry of the Environment) and the Eco-Driving Promotion
Council, with the“Minister of Land, Infrastructure, Transport and Tourism Award”(business category) andthe“Minister of the Environment Award”(general category) being given since FY2014. The award ceremony
for the top winners for FY2022 was held on November 28 during the“Eco-Driving Symposium FY2022”.

●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

2014

2015

●FY2022 Eco-Drive Activity Contest award ceremony

72

2016

2017

2018

2019

●Contest leaflet

2020

2021(FY)

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

④Promotion of Environmentally Sustainable Transport (EST)The OECD has proposed Environmentally Sustainable Transport (EST) (see page 41), and organizations such
as Japan’s MLIT have implemented EST model projects. In order to achieve greater use of EST by local
governments and transport operators, since FY2006 the Eco-Mo Foundation has worked with academic experts,
related groups, EST related ministries and agencies, and other organizations to promote EST.
In FY2022, the 41st EST Emergence Seminar in Shodoshima (Shikoku) was held online in cooperation with
the Regional Transport Bureau, etc., for local governments and transport operators. And the 10th 3-day humanresource development workshop, which combines a workshop with observation and review sessions, was heldin Matsuyama City. In addition, applications are being accepted for the 13th EST Traffic Environment GrandPrix, which recognizes outstanding local efforts in traffic environment measures. In addition, information wasprovided through the EST portal site (http://www.estfukyu.jp/) and newsletter as well as Twitter (https://twitter.com/#!/officeEST).

● The 41st EST Emergence Seminar in Shodoshima(Shikoku)●The 10th Training Seminar for Promotersof Regional Traffic Environment
Measures, General Tour●The 10th Training Seminar for Promotersof Regional Traffic Environment
Measures, Policy issue discussion

73

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion of mobility management education (Transport Environment Education)
In order to promote mobility management education (transport environment learning), this project supports
local governments and elementary, junior high, and high schools in creating the basis for continuous
implementation, preparing and distributing educational declarations and case studies that serve as guidelines,
and distributing an e-mail magazine. In 2022, the project provided support to the following 15 elementary,junior high, and high schools.

●Supported schools and themes for 2022
School nameStudy theme title

Shisui-machi Board of Education, Chiba

Shisui -Gaku (Hometown study), “Traffic in Shisui” for 3rd grade

Hirano Elementary School, Adachi Ward, Tokyo

Rights and Manners (Morality), Earth-friendly Transport (General)

Minami Elementary School, Ojiya, Niigata

SNG in the Taiyo grade (Sugoi! Nakayoshi! Ganbare!) extensive research

Kamitaki Elementary School, Toyama

Land use and Transport in Toyama City, People working at a supermarket

Gakuden Elementary School, Inuyama, Aichi

Mobility Innovation for Gakuden - Aiming to revitalize the town with the Komaki Lineat its core

Kyoto Elementary and Junior High School
affiliated with Kyoto University of Education

Rediscovering Kyoto: From Our Own Perspective - Through the Relationship between
Public Transport and Urban Development

Kita Rokkodai Elementary School,
Nishinomiya, Hyogo

Integrated Learning Time (tentative) Dream Town Project - Bus DGs -Mamigaoka No. 2 Elementary School,
Koryo-machi, Nara

Proposal to promote the use of the community bus “Koryo Genki Go”

Aida Elementary School, Mimasaka, Okayama

Let's actually use public Transport and learn about the characteristics of theextent of Okayama Prefecture's Transport

Togashira Junior High School, Toride, Ibaraki

Let's propose a sustainable community bus operation

Shinkayama Junior High School, Okazaki, Aichi

Our Lives and Energy Use

Doshisha Junior high, and High School

Junior High School Student Movement to Revitalize Stations and Communities –Eiden Yahatamae Station Project

Momoyama Junior High School affiliated with
Kyoto University of Education

Is the introduction of the LRT, which is now a mirage, necessary for the tourist cityof Kyoto...?

Hikone Higashi High School, Shiga

Ohmi Railway “Hikone Station” Project

Nagasaki Kita High School, Nagasaki

Research on Public Transport in Harmony with Local Communities, Part 374

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

⑥ Exhibit at EcoPro 2022

The EcoPro Exhibition is a comprehensive exhibition on environmental issues that has been held at Tokyo

Big Site since 1999 to promote environmentally friendly products and services. This is one of the leading
environment-related events in Japan, attracting business people, government officials, and general consumers.
Eco -Mo Foundation participated in the exhibition, presenting the current status of global warming issues
and its countermeasures in the transport sector as well as introducing the Foundation’s activities through avideo and panel display.
(Participants in EcoPro 2022: 496 companies and organizations as presenters; approximately 61,000 visitors;
the number of people who visited Eco -Mo Foundation booth: approximately 2,000)●Eco-Mo Foundation Booth Photos

75

Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑦Promotion 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 FY2018, efforts have been made to increase the promotion of Green Slow Mobility throughnational verification experiments, vehicle purchasing subsidies, etc.
The Eco-Mo Foundation continues to conduct trial runs and verification surveys, holds training sessions, andprovides operational know-how for the use of green slow-mobility in remote island regions, using theexperimental vehicles owned by the Foundation.
●Trial Run and Demonstration Survey (Toshijima Island)●Workshop (witnessing a safe driving workshop) (Mihara)76

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

⑧Publication 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 FY2015 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 2022 English Version
English Translation Download Page
Transport and Environment in Japan 2022

http://www.ecomo.or.jp/english/tej.html

2022

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

77

Ⅳ．Measures in Response to Other Environmental Issues

Ⅳ．Measures in Response to Other Environmental Issues
1 Noise related measures（1）Automobile noise countermeasures
A study of automobile noise environmental standard compliance status conducted in FY2020 found that of
the approximately 9,219,000 homes studied, approximately 518,800 (5.6%) homes had automobile 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. Approximately 250,600 homes (2.7%) exceeded environmental noise standards both during
the day and at night.
Of the approximately 3,942,500 homes in areas along major arterial roads, approximately 364,000 (9.2%)
homes exceeded environmental noise standards during the day, at night, or both. Of those, approximately
173,800 (4.4%) 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 99,800
homes located in these areas, approximately 16,400 homes (16.4%) exceeded environmental noise standards.
(Source: Ministry of the Environment “Automobile Transport Noise in FY2020”)
This information is provided together with corresponding maps on the Nationwide automobile Noise Map(Environmental GIS automobile Noise Survey Report) website, operated by the National Institute forEnvironmental Studies (NIES).
●Nationwide automobile Noise Map

Source: NIES78

1 Noise related measures（2）Rail noise countermeasures
Regarding 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.
In addition, regarding noise from conventional railways, based on the“Noise Countermeasure Guidelines
Regarding the New Construction or Large-Scale Improvement of Conventional Railway Lines”that was
published by the Environment Agency in 1995, measures such as the use of long rails are being carried out inorder to meet these Guidelines.

（3）Aircraft noise countermeasures
Aircraft noise countermeasures inJapan can be broadly categorized into
source control, improvement of the
airport structure and environmental
measures in areas surrounding airports.

●Airport Periphery Environmental Management Project – Generaldrawing●Residential Soundprooﬁng Subsidy
Subsidies for soundprooﬁng of homes, updating air
conditioning equipment, etc.
●Subsidy for operating air conditioners forhouseholds on public assistance
Subsidy for operating costs of air conditioners
installed in the above construction projects for Residential Soundprooﬁng
households on public assistance.

Regarding the source control, there

Developing a park

Conceptual drawing ofsoundprooﬁng zones≧ Lden 73 dB(Type II zone)

Zone where Approx. ≧ Lden 57 dB≧ Lden 62 dB(Type I zone)

Type I zone

Approx. ≧ Lden 57 dB(≧ Lden 62 dB)

according to the characteristics of each
airport.

Relocation compensation site

≧ Lden 76 dB(Type III zone)

Combinations of these measures arebeing implemented in a balanced way●Relocation compensation program
Purchase of land and compensation forbuilding relocation●Subsidy for peripheral environmental
infrastructure development projects
Subsidies for the development of parksand other facilities using relocationcompensation sites

Type II zone(≧ Lden 73 dB)●Buﬀer greenbelt
development project
Development of a greenbelt
at the site of compensation
for relocation

Buﬀer greenbelt●Subsidy for soundprooﬁng of
educational facilities, etc.
Subsidies for soundprooﬁng andupdating air conditioning equipment inschools, etc.
Subsidies for the development ofcommunity centers, assembly halls,
and other shared-use facilities

Type III zone(≧ Lden 76 dB)

AirportSoundprooﬁng of schools (soundproof sash, air conditioner)

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

are such measures as noise reductionof aircrafts, improvement in the operation method and restrictions on departures and landings. As a result ofadvancements in noise reduction technology, the latest aircrafts can achieve an approximately 30dB noiselevel reduction in comparison to 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).

79

Ⅳ．Measures in Response to Other Environmental Issues

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 translation by
Eco-Mo Foundation)

Based on the efforts that followed, this system was made mandatory from January 2016.
There are three large vessels for dredging and oil recovery deployed in the country, and there is a publicprivate oil control system established in accordance with the Law Relating to the Prevention of Marine
Pollution and Maritime Disasters so that they can respond immediately in the event of an oil spill incident in
the waters surrounding Japan. Furthermore, there is a system established for Japan, China, South Korea andRussia to respond in a cooperative manner to a large-scale oil spill in the waters surrounding Japan; theinternational cooperation and coordination is being strengthened through the“Northwest Pacific Action Plan（NOWPAP）Regional Oil, Hazardous and Noxious Substances (HNS) Spill Contingency Plan (2008)”.

（2）Countermeasures against harmful aquatic organisms in ballast water
Various organisms such as plankton contained in ballast water (seawater loaded as a safety weight when aship is empty) can induce harmful effects on the ecosystem and cause damages to human health and economic
activities when they are transported to places where they do not belong and released in the ballast water
being discharged. In order to implement a standardized regulation worldwide as a countermeasure to thisproblem, the Ballast Water Control and Management Convention, adopted by the International Maritime
Organization (IMO) in February 2004 came into force in September 2017. Japan has concluded the Convention
and has guaranteed it domestically through the Law Relating to the Prevention of Marine Pollution, etc. andMaritime Disasters.
As of October 2022, 13 hazardous water ballast treatment facilities from 10 companies have received typedesignation based on the latest standards (BWMS Code), and the first hazardous water ballast treatment
facility“JFE BallastAce”developed by JFE Engineering Corporation, which was put into practical use after
receiving type designation from the Ministry of Land, Infrastructure, Transport and Tourism, has been
installed on board of a ship owned by Nippon Yusen Kaisha (NYK) Corporation. Since its installation on NYK’s
car carrier“Emerald Leader”in August 2010, many vessels have been equipped with the hazardous waterballast treatment system.

80

3 Ship exhaust gas emissions countermeasures

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.
●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.

•For Japan, as an environmentally advanced country, it

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

is necessary to appropriately handle the reduction of

the bad eﬀects on human health and the environment
from the SOx emissions of ships.

Source: MLIT (Tentative translation by Eco-Mo Foundation)81

Ⅳ．Measures in Response to Other Environmental Issues

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 translation 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 translation 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.

82

4 Chemical substances countermeasures（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.

83

Ⅳ．Measures in Response to Other Environmental Issues

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 time

Deviation(％)

Amount 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.

（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.* The solid green line indicates data from ground stations, the blue dot indicates the satellite observation
data averaged between 70°N and 70°S latitude, and the red line shows the cumulative average of ground observation data, from which
seasonal variations are removed. 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
Source: JMA (Tentative translation by Eco-Mo Foundation)84

5 Ozone layer destruction prevention●Overview of the Fluorocarbon Discharge Prevention Act
Lower GWP of(1) CFC manufacturer chloroﬂuorocarbons,(2) Product manufacturer

Use non-CFC,
Reduce new production
volume through recycling
Low GWP AC

Non-CFC heatinsulator

CFCs(3) Managers, maintainers,
and disposal, etc.
implementers of Class I
Speciﬁed Products

Non-CFC
air duster

Inspection/
record keeping
Proper recycling anddestruction of CFCs

Proper ﬁlling andcollection of CFCs

※GWP＝Global Warming Potential

Proper management of refrigerants
in equipmenta
Reduction of leakage at the time of use,
Proper delivery at time of disposal

Non-CFC products

CFC substitutes

Reuse some(Conversion to non-CFC and low GWP CFC products)

Class I speciﬁed products
CO2 display case

CFCs

Promote refrigerant conversion

Leakage calculation/
reporting

Maintenance/
RepairConsignment ofﬁlling and collection

Delivery of CFCs at
the time of disposal
CFCs(7) Class I CFCs Reclaimer/
CFCs Destroyer(6) Class 1 CFCs Filling andCollection Operator(5) Class I Speciﬁed Products
Take-back Service Provider(4) Speciﬁed demolition
prime contractor

Appropriate pickup ofequipment at time of disposal

Appropriate recovery of
CFCs at the time ofbuilding demolition

フロン排出抑制法では、各主体が主に以下の事項に取り組むこととしています
Source: METI and MOE (Tentative translation by Eco-Mo Foundation)＜フロン類の使用の合理化に係る措置＞（１）
フロンメーカー○ フロン類の製造業者等は、国が定める「フロン類の製造業者等の判断の基準となるべき事項」に従い、フロン類代替物質の製造等、フロン類の使用の合理化に取り組みます。

（２）
製品メーカー○ 指定製品の製造業者等は、国が定める「指定製品の製造業者等の判断の基準となるべき事項」に基づき、使用フロン類による環境影響度の低減に取り組みます。

●Fluorocarbon Discharge Prevention Act pamphlet＜特定製品に使用されるフロン類の管理の適正化に係る措置＞

Fluorocarbons must be reclaimed
whenever performing disassembly work!

（３）
第一種特定製品の管理者・整備者・廃棄等実施者○ 第一種特定製品の管理者は、「管理者の判断基準」に基づき、管理する第一種特定製品について点検等を実施します。
○ 管理者のうち一定以上のフロン類の漏えいが生じた者は、算定漏えい量等を国に報告します。
（国はその算定漏えい量等を公表します。
Under
the Act on the）Rational Use and Proper Management of○ 第一種特定製品の整備者や廃棄等実施者は、
フロン類の充塡・回収や、（廃棄・原材料や部
Fluorocarbons(Fluorocarbon Release
Prevention機器の廃棄等
Act), ﬂuorocarbons
品への利用を目的とした譲渡）が必要な時は、「第一種フロン類充塡回収業者」に対して、充塡・回収の委
must
be reclaimed when
disposingof commercial air conditioners,
託や、
フロン類の引渡しをします。

refrigerators, or freezers which use ﬂuorocarbons (CFC, HCFC, and HFC).
（４）
特定解体工事元請業者
It is against the law to allow ﬂuorocarbons to be○ 解体工事前に第一種特定製品の設置の有無を確認し、特定解体工事発注者に書面を交付して説明します。
released into the atmosphere when performing
disassembly work.

（５）
第一種特定製品引取等実施者
Examples of devices which use ﬂuorocarbons○ 廃棄等された第一種特定製品の引取り等を行おうとする場合、引取証明書の写し等によりフロン類が回(commercial refrigerators, freezers, and air conditioners)
収済みであることを確認します。
In oﬃce buildings
In dining establishments

In supermarkets（６）
第一種フロン類充塡回収業者

In town

Spot A/C
Package A/C
Package
A/C GHP○ 第一種フロン類充塡回収業者が充塡・回収を行う時は、
充塡基準・回収基準に従います。
また、
回収したフ
Package A/C(gas heat pump A/C)
Transport freezer andrefrigerator units
Commercial freezers
ロン類について、自ら再生しない場合は、第一種フロン類再生業者又はフロン類破壊業者へ引き渡します。
Package
A/C
Water coolers
and refrigerators（７）
第一種フロン類再生業者、
フロン類破壊業者

Transport A/C

Vending machines○ 第一種フロン類再生業者・フロン類破壊業者は、引き取ったフロン類について、フロン類の再生基準・破壊基準に従って再生・破壊します。
Water
Chilled showcases

Turbo freezers

Icemakers

Beer servers

Freezer showcases

coolers

Air handling units(chiller secondary units)

The penalty for reckless releasing of
ﬂuorocarbons is imprisonment of up
to 1 year or a ﬁne of up to 500 thousand yen.
Source: METI and MOE (Tentative translation by Eco-Mo Foundation)85

Ⅳ．Measures in Response to Other Environmental Issues●Overview of the Act on Recycling, etc. of End-of-Life Vehicles process

Recycling fund manager
JARC

Three category item
receipt manifests

At the time of purchaseof a new vehicle

Recycling fees

OwnersAutomobile
manufacturers/
importers

Fluorocarbons
Upon making it used

Used car

Payment

Designatedrecyclingorganization
JARC

Airbags

Payment
for recovery

Payment
for recovery

Shredderresidue

ELV
collectors

Fluorocarbon
recoveryoperators

Dismantlers

Shredderoperators

Receipt Delivery
manifests manifests

Receipt Delivery
manifests manifests

Receipt Delivery
manifests manifests

Receipt Delivery
manifests manifests

Information management center
JARC

ELV ﬂow
Payment ﬂow
Information ﬂow

Source: Japan Automobile Recycling Promotion Center (Tentative translation by Eco-Mo Foundation)86

6 Global environmental observation and monitoring

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, theJapan Meteorological Agency is implementing thefollowing measures in accordance with the“Strategic
Policy Regarding Future Global Environmental

Greenhouse 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

Fukuoka

Operations”, formulated and announced in 2008.

Ryofumaru

In order to assess greenhouse gas conditions, theYonaguni

Ishigakijima
Keifumaru

amount of CO2 in the atmosphere is being measured atthree locations in Japan and the amount of CO2 in thesurface sea water and the air above the northwest PacificMinamitorishima

Naha

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

Ocean is being measured by marine weather observation vessels. Furthermore, since FY2009 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.
Based on the observation results, the Japan Meteorological Agency compiles the“Climate Change
Monitoring Report”and releases the latest scientific information and findings on climate change.
In December 2020, the Japan Meteorological Agency and the Ministry of Education, Culture, Sports, Scienceand Technology released“Climate Change in Japan 2020,”an overview of observation results and future
projections on climate change, based on the advice of the“Advisory Panel on Climate Change”.

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

Minamitorishima●Climate change monitoring report

Yonagunijima

気候変動監視レポート 2021
世界と日本の気候変動および温室効果ガス等の状況（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007

令和４年３月High

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

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

Source: JMA

87

Ⅳ．Measures in Response to Other Environmental Issues（2）Himawari 8 and 9
Geostationary meteorological satellite Himawari No.
8 began observation operations on July 7, 2015, and●Examples of the use of data from Himawari
No. 8 and No. 9

Himawari No. 9 began standby operations on March
10, 2017. The roles of the two satellites were switchedon December 13, 2022, with Himawari No. 9
performing the observation operations and Himawari
No. 8 performing the standby operations. The twosatellites, Himawari No. 8 and No. 9, continue toprovide an uninterrupted meteorological satellite
observation system for the purpose of ensuring thesafety and security of the public, including monitoring

Source: JMA (Tentative translation by Eco-Mo Foundation)and forecasting of typhoons and torrential rains, safe
navigation of aircraft and ships, and monitoring of the
global environment and volcanoes.

（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 Floats distribution

Surface
Deployed

1000m
Sinks to 1000m and drift

Middle layer
2000m

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

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

Worldwide distribution of Argo Floats reporting data
within the past month（3,899 Floats as of December
22, 2022. 197of these Floats are Japanese,
indicated with a（●）.）

Source: MLIT and Japan Agency for Marine-Earth Science and Technology (Tentative translation by Eco-Mo Foundation)88

6 Global environmental observation and monitoring

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.
●“Ocean Health Index” Long-term trends in sea surface …
temperature (global average)
Diagnosis (2021)•The annual mean sea surface temperature (global average) for 2021 was +0.13℃ , which was
the sixth highest since the statistics began in 1891.
•The annual mean sea surface temperature (global average) changes due to a combination ofoceanic and atmospheric variations over time scales of several years to several decades, global
warming, and other influences. The long-term trend is an increase of 0.56℃ per 100 years.

Trend=0.56 (°C/100 years)

Sea surface temperature annual deviation (°C)

Average annual value: Average for 1991 to 2020

JMA

Year

Annualdeviation

5 yearmoving averageLong-termchange trend

Trends in annual mean sea surface temperature (global mean) changes
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 1991 to 2020.

Source: JMA (Tentative translation by Eco-Mo Foundation)（4）Ozone layer observation and monitoring
In order to protect the ozone layer, which absorbs harmful
ultraviolet radiation from the sun, the production, use, and tradingof fluorocarbons and other ozone layer destroying substances is●UV index (max daily values)
紫外線の予測分布図︓2022年08月02日06時発表
紫外線の予測分布図
紫外線の予測分布図 2022年08月02日06時発表
2022年08月02日06時発表
2022年08月02日12時の予測
2022年08月02日12時の予測

internationally regulated by the“Montreal Protocol”and otheragreements 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-understandnumerical data indicating the strength of ultraviolet radiation.

Leaflet | 地図出典︓地理院タイル（加工して利用）© Japan Meteorological Agency 2019

Source: JMA

89

Ⅳ．Measures in Response to Other Environmental Issues（5）Promotion of regular observation at the Antarctic
The Geospatial Information Authority creates topographical and other maps based on reference point
measurements, gravity measurements, continuous GPS observation, bare rock area change measurements,
and photographic measurements. The results contribute to research regarding global environmental changes
in the Antarctic, etc., and international activities focusing on land measurement and geographical information.
At the Showa Base the JMA is performing continuous sunlight, radiation, and land and high altitude
meteorological observation. This observation is effectively utilized in international measures, contributing toclimate change research and monitoring of the south pole ozone hole.
The Japan Coast Guard carries out sea floor topological surveys. It also performs tidal observation, which
contributes to monitoring of sea level changes, which are closely linked to global warming.

●Total ozone distribution map in the Antarctic (October) 1979 to 2022
Southern Hemisphere distribution of average total ozone in October for 1979 and each year prior to the appearance of the Antarctic ozone hole.
The region with a concentration of 220m atm-cm or less in the ozone hole.
Created by the JMA based on satellite data provided by NASA.

October 1979

October 2022

Created by the JAM based on satellite data provided by NASA

Created by the JAM based on satellite data provided by NASA

Source: JMA and NASA (Tentative translation by Eco-Mo Foundation)90

7 Adaptation Measures for Climate Change in the Land, Infrastructure and Transport Sectors

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.
In October 2021, the“Climate Change Adaptation Plan”based on the Climate Change Adaptation Law wasrevised in order to strengthen Japan’s overall climate change adaptation measures. Under the Plan, relevant
ministries and agencies will work closely together to promote climate change adaptation measures under thefollowing seven basic strategies.
① Incorporate climate change adaptation into all relevant measures② Promote climate change adaptation based on scientific knowledge③ Consolidate the wisdom of Japan’s research institutions and develop an information infrastructure④ Promote climate change adaptation in accordance with local conditions⑤ Deepen public understanding and promote climate change adaptation in accordance with business activities⑥ Contribute to the improvement of adaptation capacity in developing countries⑦ Ensure close coordination and cooperation systems among relevant government agencies
The Ministry of Land, Infrastructure, Transport and Tourism (MLIT), which has jurisdiction over various
fields including land conservation and is responsible for creating a safe and secure national and regional land,
has established the pillar“Promotion of Adaptation Measures to Realize a Climate Change Adaptive Society
against Climate Crisis” in the “MLIT Environmental Action Plan (revised in October 2021)” thatcomprehensively summarizes environmental measures within the ministry and has been working to steadily
implement various measures in areas including natural disasters, water resources and water environment,
national and urban life, and enhancement and utilization of scientific findings.
●Overview of the MLIT Climate Change Adaptation Plan (Summary of policies by sector)
Potential impact of climate change on land, infrastructure and transport(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
Architec Sea• Use of Northern
Sea route• 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 translation by Eco-Mo Foundation)

91

List of Abbreviations
BRT (Bus Rapid Transit)
CMP (Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol)
CNG (Compressed Natural Gas)
COP (Conference of Parties to the UNFCCC)EDMC (the Energy Data and Modelling Center)
ELV (End-of-Life Vehicle)
ETC (Electronic Toll Collection System)
EU (European Union)
FY (fiscal year)
GIA (General Incorporated Association)
GIF (General Incorporated Foundation)
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)
NIES (The National Institute for Environmental Studies)
NPA (National Police Agency)
OECD (Organization for Economic Co-operation and Development)
PIIA (Public Interest Incorporated Association)
PIIF (Public Interest Incorporated Foundation)
PM (Particulate Matter)
RFA (the Railway Freight Association)
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)

92

Transport and Environment in Japan 2023
Published October 2023

Publisher
Foundation for Promoting Personal Mobility and Ecological Transportation
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