Transport andEnvironment
in Japan2017

Publisher
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 2017”, publishedin March 2017 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.

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Table of Contents
Ⅰ．Developments Related to Environmental Issues in 2016 …………………

1

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

2

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

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

Ⅲ．Measures in Response to Major Environmental Problems of
the Transport Sector ………………………………………………………………………………… 20
Promotion of global warming countermeasures …………………………………………… 20（１）Transport sector countermeasures ……………………………………………………………… 20（Column: Ecological and safe driving support services which use truck drive data） … 25
（Column: Eco-tires） …………………………………………………………………………………… 26（Column: Measures aimed at reducing amount of parcel service redeliveries） ……… 32（Column: Eﬀectiveness of car sharing in reducing environmental impact） …………… 42（２）Energy Saving Act-based measures ……………………………………………………………… 43（３）International marine and air transport sector countermeasures ………………………… 45（Column: Emissions trading system measures） ……………………………………………… 46

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

Environmentally friendly vehicle promotion measures (vehicle taxation reevaluation) …… 49
Creation of a recycling-oriented society ……………………………………………………… 51（１）Creation of recyclable resource distribution systems ……………………………………… 51（２）Creation of vehicle recycling system …………………………………………………………… 52（３）FRP boat recycling …………………………………………………………………………………… 53

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Measures by local governments, companies, citizensʼ organizations, etc. …… 54（１）Measures by local governments …………………………………………………………………… 54（２）Measures by companies in the transport sector …………………………………………… 57（３）Measures by citizensʼ organizations ……………………………………………………………… 65（Column: Nationwide Bus Map Summit (bus map creation initiative by residents)） … 66
（４）Measures by the Eco-Mo Foundation …………………………………………………………… 67

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

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

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

Ozone layer destruction prevention ……………………………………………………………… 84
Global environmental observation and monitoring ………………………………………… 87（１）Climate change observation and monitoring …………………………………………………… 87（２）Himawari 8 and 9 ……………………………………………………………………………………… 88（３）Sea observation and monitoring …………………………………………………………………… 88（４）Ozone layer observation and monitoring ………………………………………………………… 89（５）Promotion of steady observation at the south pole ………………………………………… 89（Column: MLIT climate change adaptation measures）……………………………………… 91
List of Abbreviations ………………………………………………………………………………………… 92

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Ⅰ．Developments Related to Environmental Issues in 2016
There were a great deal of developments in 2016, both inside Japan and overseas, related to environmental
issues. Belows are some of the developments in global warming, automobiles and the environment.

■Global warming related developments
With regard to the framework for 2020 and beyond, an ad hoc working group was established at
COP17, which was held in Durban, South Africa in November and December, 2011, and consensus wasreached regarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit
them to the convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided onby the Global Warming Prevention Headquarters Japan’s Intended Nationally Determined Contribution(greenhouse gas reduction targets, etc. for 2020 and beyond) in July 2015, and submitted it to the
UNFCCC secretariat. Under this INDC, Japan’s emissions reduction target was defined as a 26.0%
reduction in 2030 compared to 2013 (25.4% reduction compared to 2005) (approximately 104.2 million tonsof CO2).

COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris Agreement,” a new legal framework for global warming countermeasures was adopted and went
into effect on November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented instrumentsof acceptance to the Secretary-General of the United Nations on the same day.
On May 13, 2016, the Japanese cabinet approved the Global Warming Countermeasure Plan, aimed atcomprehensively and systematically promoting global warming countermeasures.
The plan clarified the measures to be taken by individual entities and by the nation in order to reachthe medium-term target of reducing emissions by 2030 by 26% compared to 2013 levels, laid out aroadmap for achieving these reduction targets, and stipulated a long-term target of reducing greenhousegas emissions by 2050 by 80%.
It includes comprehensive transport sector measures such as automobile and road traffic flow measures,the promotion of public transportation usage, and logistics efficiency improvements.

■Automobile and the environment related developments
According to the Japan Automobile Dealers Association and Japan Light Motor Vehicle and Motorcycle
Association, light motor vehicles accounted for half of the top ten models in the new vehicle sales, and allmodels were hybrid vehicles or passenger vehicles with hybrid options.

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

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

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

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

Greenhousegas
Sunlight（1）Current status of global warming

Infraredlight

Infraredlight

Sunlight■The mechanism behind and impact of
global warming

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

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

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

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

Fig. Change in average global ground temperature
between 1986 and 2005
CMIP5 simulated timeline based on multiple models (1950 to 2100)
Source: Figure: IPCC AR5 WG I SPM Fig. SPM.7(a)Source: Ministry of Environment (MOE) “Overview of IPCC 5th assessment” (Tentative Translated by Eco-Mo Foundation)■Impact of individual greenhouse gasses on global warming

In addition to carbon dioxide, greenhouse gasses which cause global warming include methane,

dinitrogen monoxide, and chlorofluorocarbon. According to the IPCC, the greenhouse effects per unitof volume of methane, dinitrogen monoxide, and chlorofluorocarbon, etc., are far stronger than those ofcarbon dioxide, but the amount of carbon dioxide being emitted is tremendous, so carbon dioxide
emissions worldwide since the industrial revolution account for roughly 60% of all greenhouse gas
contributions to global warming.
For Japan, in 2014 carbon dioxide accounted for 93% of all greenhouse gas contributions to global
warming, an extremely high figure.
●Greenhousegasgasand andglobalwarming
potential(100 year
period)(*1)
Greenhouseglobalwarming
potential（100
year period）（*1）
Global warming potential（100 year cumulative period）*1: Global warming potential*2: HFC*3: PFC

CarbondioxideMethaneDinitrogenmonoxide

HFC（*2）

PFC（*3）

SF6

1

25

298

1,430

9,300

22,800Warming eﬀect of greenhouse gasses over a 100 year period(using carbon dioxide as a baseline with a value of 1)
Calculated for HFC-134a, a typical HFC used as a coolant
Calculated for PFC-5-1-14, a typical PFC used in rectiﬁers● Contributions to global warming by greenhousegasses emitted by Japan(for 2014)● 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%

Dinitrogenmonoxide(N₂O)

6%Methane (CH₄)

20%

Source: IPCC（2007）

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

Hydroﬂuorocarbons（HFCS）
Dinitrogenmonoxide（N2O）1.5%

0.5% or less

2.6%

Perﬂuorocarbons（PFCS）

0.2%

Sulfur hexaﬂuoride（SF6）0.2%

Methane（CH4）

2.6%

Nitrogen triﬂuoride（NF3）

0.1%

Carbon dioxide
(CO₂)

60%

Carbon dioxide（CO2)

92.8%

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

Source: GIO “Greenhouse Gas Inventory”

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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 inlocal vegetation, etc.
The concentration of carbon dioxide in the atmosphere remained roughly stable at 280ppm (ppm:parts per million) before the industrial revolution in the latter 18th century, but the rapid increase in
manufacturing and production activities following the industrial revolution has been accompanied byan increase in the carbon dioxide concentration. According to World Data Centre for Green house
Gases (WDCGG) the carbon dioxide concentration in 2014 was 397.7ppm, significantly higher than theconcentration before the industrial revolution.
●Change in carbon dioxide concentration at typical global observation points
Carbon dioxide concentration（ppm）

Mauna Loa
Loa（Hawaii）（Hawaii）
Mauna
Ryori
（Japan）
Ryori（Japan）
South Pole
Pole
South

year
Source: Japan Meteorological Agency (JMA) “Climate Change Monitoring Report 2015” (Tentative Translated by Eco-Mo
Foundation)■Carbon dioxide emission volume by country

In 2013, Carbon dioxide emission volume by country is as follows: China 28.7%, U.S. 15.7%, India

5.8%, Russia 5.0%, followed by Japan at 3.7%. In terms of per capita emissions by country, Japan isnumber 8.
● Share of carbon dioxide emission volume bycountry (2013)● Per capita carbon dioxide emission volume bycountry (2013)

Brunei 0.02%
New Zealand 0.1%
Hong Kong 0.1%
Singapore 0.1%
Other
Peru 0.1%
22.6%
Chilie 0.3%
China
28.7%
Philippines 0.3%
Vietnam 0.4%
Malaysia 0.7%
Global average
Thailand 0.8%
CO2 emissions
Taiwan 0.8%
Ukraine 0.8%
32.9 billion tons
France 1.0%
Italy 1.0%
Australia 1.1%
Indonesia 1.2%
Japan
U.S.
Canada 1.3%
3.7%
15.7%
India
Brazil 1.4%
RussiaUK 1.4%
5.0% 5.8%
Mexico 1.5%
Germany 2.3%
South Korea 1.8%

BruneiU.S.
Australia
CanadaRussiaSouth Korea
TaiwanJapan
Germany
Singapore
Malaysia
New ZealandUK
China
Hong Kong
Ukraine
Italy
FranceChilieMexicoThailandBrazilIndonesia
Peru
India
VietnamPhilippines

2.28
1.61
1.52
1.48
1.39
0.927

0

9.69
9.24
8.32
7.53
7.23
7.16
6.95
6.31
6.05
5.53
4.83
4.71
3.88
3.76

5

10

17.3
16.4
16.3

12.6
11.6
11.6
10.9

15

20
tCO2/person

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2016”4

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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 levelthat would prevent dangerous anthropogenic interference with the climate system. It was adopted in
May 1992, and after being signed by the heads of states at the June 1992 United Nations Conference
on Environment and Development (held in Rio de Janeiro), it went into effect in March 1994. As ofJanuary 2017 the European Union (EU) and 196 countries, including Japan, are signatories.

■The Kyoto Protocol

In December 1997 COP3 was held in Kyoto, and the Kyoto Protocol for achieving the convention’s

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

■Paris Agreement

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

COP17, which was held in Durban, South Africa in November and December, 2011, and consensus wasreached regarding the formulation by 2015 of a new framework which would apply to all countries.
Each country had to formulate its own voluntary greenhouse gas reduction targets, etc. and submit
them to the convention secretariat sufficiently in advance of COP21, held in late 2015. Japan decided onby 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 a 26.0% reduction in 2030 compared to 2013 (25.4%
reduction compared to 2005) (approximately 104.2 million tons of CO2).
COP21 was held from November 30 to December 13, 2015, in Paris, France. At the conference the“Paris Agreement,” a new legal framework for global warming countermeasures, was adopted andwent into effect on November 4, 2016.
Japan decided to become a signatory to the agreement on November 8, 2016, and presented
instruments of acceptance to the Secretary-General of the United Nations on the same day.

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

The results of the November 2016 COP22 are shown below.

The 22nd Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change (COP 22),
The 12th Session of the Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol (CMP12),
The 1st Session of the Conference of the Parties serving as the Meeting of the Parties to the Paris Agreement (CMA1)(Overview and Assessment)
November 18, 2016
The 22nd Session of the Conference of the Parties to the United Nations Framework Convention on Climate Change (COP 22) and the 12th
Session of the Conference of the Parties serving as the Meeting of the Parties to the Kyoto Protocol (CMP12) took place from November 7 to
18 in Marrakech, Morocco. From November 15 to 18, the 1st Session of the Conference of the Parties serving as the Meeting of the Parties
to the Paris Agreement (CMA1) also took place, following by the entry into force of the Paris Agreement on November 4. Mr. Kouichi
Yamamoto, Minister of the Environment, and officials from relevant Ministries participated in the conference. They include the Ministry ofForeign Affairs, the Ministry of Economy, Trade and Industry, the Ministry of the Environment, the Ministry of Finance, the Ministry of
Education, Culture, Sports, Science and Technology, Ministry of Agriculture, Forestry and Fisheries and the Ministry of Land, Infrastructure,
Transport and Tourism.
Japan’s involvement in these meetings, the outcome and the assessment of the conferences are as follows.
1. Overview of the conferences and Japan’s contribution
Japan participated in the sessions with three main objectives: (i) ensuring inclusiveness in the decision-making process, (ii) furthering
discussions on the modalities, procedures and guidelines of the Paris Agreement and (iii) promoting Japan’s contribution on climatechange. These three objectives have largely been achieved through the various phases of the conferences.
(1) Regarding the negotiating modalities on the relevant guidelines of the Paris Agreement, including the decision-making process, after
the CMA1, Japan considered it important to ensure the inclusiveness through participating in their discussions. This would enable
all Parties to have the ownership of the relevant guidelines of the Paris Agreement, regardless of whether they are Parties to theAgreement. With its conclusion of the Paris Agreement in November 8, Japan exchanged the views with Ms. Espinosa, UNFCCC
Executive Secretary and Ambassador Mekouar of Morocco, the COP Presidency. In these meetings, Japan proposed that thestreamlined and procedural COP/CMA decisions are needed in order to clarify the negotiating modalities after CMA1, and that the
COP Presidency provides draft decisions of a basis for discussion.
(2) During the discussions on the relevant guidelines of the Paris Agreement, some developing countries argued that there should be
different treatment between developed and developing countries in implementing the Paris Agreement, and developed countries wereagainst to these arguments. Japan emphasized, with other developed countries, that the guidelines should promote all countries’ efforts
on climate change and should not be bifurcated between developed and developing countries. Japan also stressed that the concrete
work plans until the next session to be held in May 2017 are needed in order to further the technical discussions in a timely manner
toward adopting the relevant guidelines by 2018.
(3) Regarding the promotion of Japan’s contribution on climate change, Minister Yamamoto met with his counterparts (such as EU,
Germany, Italy, Morocco, China and Thailand) and CEOs of the international organizations (such as GEF and UNFCCC) and exchanged
the views on the possible cooperation. They shared the recognition that each country needs to come together and send a strong
message to the international society for combatting global warming. Minister Yamamoto emphasized that Japan is willing to lead suchrole. Japan released “Japan’s Assistance Initiatives to address Climate Change Responding to Needs of the Developing Countries” inNovember 11, and introduced its activities and willingness to address climate change.
Regarding the implementation of the Paris Agreement, there needs to be effective support to developing countries provided in acoordinated fashion. Minister Yamamoto participated in relevant events concerning the international partnership and initiatives
including the launching event of the NDC Partnership. He stated that Japan would support developing countries to implement theAgreement through working together with the domestic and international research institutions and support organizations.
Throughout the COP22/CMP12/CMA1, the Government of Japan set up an event space, called the Japan Pavilion, where it held alarge number of events to introduce and discuss the efforts of the Government and various institutions, organizations and researchers.
The Japan Pavilion showcased Japan’s contributions to climate change measures such as “Japan’s Assistance Initiatives to address
Climate Change Responding to Needs of the Developing Countries”.
(4) At the high-level segment of COP22/CMP12/CMA1, Minister Yamamoto delivered a speech. He welcomed the early entry into
force of the Paris Agreement, expressing great respect for the efforts and passion of all countries. He added that Japan completed
the conclusion process and would contribute to rule-making under the Agreement. He referred to “the Plan for Global WarmingCountermeasures” decided by the cabinet, and stated Japan’s intention to address the long-term low greenhouse gas emission
development strategy and the support for developing countries. Furthermore, he expressed that he realized the political leadership inthe efforts against climate change will become more important than it was before.
(5) With regard to climate finance, the second biennial High-Level Ministerial Dialogue was held and Parties discussed matters related toadaptation finance. In this dialogue, Japan explained that it had put emphasis on adaptation measures, especially on disaster reduction,and had contributed to developing countries through Sendai Framework for Disaster Risk Reduction 2015-2030. Japan has initiated to6

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1 Current status of global environmental problems

hold meetings with approximately 30 recipient countries including climate change negotiators through Japanese embassies in recipient
countries so as to create better climate-related projects which reflects recipients’ needs particularly in the area of adaptation. Japan
also participated in the facilitative dialogue and expressed the importance of support through the Capacity Building Initiative forTransparency (CBIT) for the implementation of the Paris Agreement. Japan announced that it supported the work of CBIT and has
seriously considering contributing to the initiative. Japan took part in the joint statement on the CBIT with other donor countries.
(6) Market mechanisms are one of the major pillars of the Paris Agreement. Japan held “the 4th JCM Partner Countries’ High-Level
Meeting” where 16 partner countries of the Joint Crediting Mechanism (JCM) to promote bilateral cooperation on market mechanisms.
At the meeting, Japan and the representatives of the 16 countries welcomed the progress of the JCM including issuance of JCM
credits and confirmed further promotion of the JCM. Furthermore, Japan held a side event to present the outcome of the First
Strategic Dialogue of the Carbon Market Platform held in Tokyo in June 2016 co-chaired by Japan and Germany and to discuss theareas of the Platform activities in the coming years.
2. Outcome of the conference(1) Regarding the negotiation on negotiating modalities on the relevant guidelines of the Paris Agreement including the decision-making
process after the CMA1, the inclusiveness, which Japan has emphasized, was ensured. It was agreed that relevant guidelines would be
adopted by 2018. More specifically, following procedures for the negotiation were agreed as the COP and CMA decisions.
(i) The negotiation on the relevant guidelines will continue with participation of all Parties.
(ii) The CMA1 will be reconvened in 2017 and review the progress of the negotiation.
(iii) The CMA1 will be reconvened in 2018 and adopt the relevant guidelines.
(2) Regarding the discussions on the relevant guidelines of the Paris Agreement at the related bodies including the Ad Hoc Working
Group of the Paris Agreement (APA), the work plans on each agenda item (mitigation, market mechanism, adaptation, transparency,
global stocktake etc.) until the next session in May 2017 were decided in order to further the technical discussions efficiently at
the next session. At the meeting, each Party expressed the various views, including on how to consider the respective capabilitiesof developed and developing countries. The guiding questions on each agenda item were provided based on those views after the
meeting.
(3) With regard to climate finance, decisions of the COP and its Subsidiary Bodies (SB) welcomed the outcome in 2016. It includes thesecond biennial assessment. Through the discussion, Parties identified points of contention and reached a common ground how they
deepen their discussion on climate finance in following meetings. For the discussion related to the accounting modalities of climate
finance, Parties exchanged their views on the issue through workshops and contact groups, and established a basis of discussion
for identifying some elements that integral for the accounting modalities. Such basis would allow Parties to move forward towards
positive discussion on improvement of transparency. The discussion will be continued in SB46. Moreover, the submission madevoluntarily by the developed country Parties, “Roadmap to $ 100 billion” which was announced before the pre-COP held in October
2016, was welcomed by developing country Parties.
(4) Morocco, the COP22 Presidency, released the Marrakesh Action Proclamation for our Climate and Sustainable Development to callfor climate action of each Party. The High-level event on accelerating climate action was convened during the conference with aview to strengthening the actions of governmental and non-governmental actors such as local governments and private sectors. The
Marrakech Partnership was established towards furthering such actions.
(5) The COP/CMP decisions related to the following issues were also adopted: the review of the Warsaw International Mechanism on loss
and damage, the Paris Committee on Capacity Building, linkages between the Technology Mechanism and the Financial Mechanism of
the Convention.
(6) It was decided that the COP23 presidency will be Fiji and the COP23 will be held in November 2018 at Bonn in Germany.
3. Assessment
The three primary objectives on which Japan considered important for the COP22 negotiation were largely achieved. Japan welcomesthe early entry into force of the Paris Agreement and highly values the decision to continue the negotiation on the relevant guidelinesof the Paris Agreement with participation of all Parties. The decision to adopt the relevant guidelines by 2018 is also important in termsof facilitating the discussions. Some developing countries maintained their pre-Paris positions that only developed countries be required
to take actions despite the adoption of the Paris Agreement. The differences of the each Party’s position have become evident throughthe conference. The challenge of finding a way to move forward the discussions constructively and timely will remain for the future
conferences.
After Mr. Donald Trump won the Presidential election in the United States on November 9, its climate policy of the next administration
attracted much attention from many countries represented during the COP22. Many participants expressed their views that all Parties
should move towards resolving the critical global issue of climate change through international cooperation.

Source: Ministry of Foreign Affairs of Japan website

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

Japan is the world’s 5th largest producer of carbon dioxide emissions, so it plays an extremely

important role in solving the problem of global warming.

■Trends in carbon dioxide emissions in Japan

In 2014 Japan emitted approximately 1,265 million tons of carbon dioxide, roughly 9.5% more than it

did in 1990. The per capita emissions volume in 2014 was approximately 9.96 tons.

Per capita ＣＯ２ emissions（total ＣＯ２ emissions）

1,600

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

9.97 9.93
9.81 9.89
9.35 9.38 9.43 9.35

9.63

9.89 10.04 9.88

10.15 10.18 10.16 10.22 10.05 10.31

9.87

9.65

10.16 10.30

9.96

9.47
9.08

1,400
1,229 1,242

1,255 1,253

1,218

1,253

1,274 1,257

1,294 1,299 1,298 1,306 1,285

1,320
1,262

1,235

1,200 1,156 1,164 1,175 1,168

1,296 1,312

1,265

1,213

8

1,163

6

1,000

0

10

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

Per capita CO2 emissions volume（line graph: tons of CO2/person）●Trends in carbon dioxide emissions in Japan

0（Year）

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

The industrial sector accounts for 33.7% of Japan’s carbon dioxide emissions, the transport sector for

17.2%, business and other sectors account for 20.6%, and the home sector accounts for 15.2%.
●Amount of carbon dioxide emissions in Japan (by sector) 2014
Other（Agriculture, etc.） 0.1%

Waste（Incineration of waste plastic, waste oil, ets.） 2.3%
Industorial process and ﬁnished goods usage 3.6%

Energy conversion sector（Power plants, etc.）7.4%
Home
sector

15.2%
Industrial sector（Plants, etc.）

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

20.6%

33.7%

Transport
sector（Automobiles, ships, etc.）

17.2%

Total carbon dioxide
emissions in 2014
1,265 million tons

Source: GIO “Greenhouse Gas Inventory”

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1 Current status of global environmental problems②Energy consumption in JapanThe rapid increase in fossil fuel consumption since the industrial revolution is considered to be one of

the main causes of global warming. Global warming is inextricably linked to energy consumption.

■Final energy consumption in Japan

Japan’s energy consumption grew faster than its GDP during the period of rapid economic growthwhich lasted into the 1970s. However, the two times oil crises in the 1970s led to increased eﬀorts to
reduce energy consumption by the manufacturing sector, and the development of energy saving
products. These eﬀorts made it possible to restrain energy consumption while still achieving economic
growth. Throughout the 1990s crude oil prices remained at a low level but energy consumption of thehome sector and the business sector increase. The price of crude oil began rising again in the 2000s,
and energy consumption peak has been falling since peaking in 2004.In 2010 the economic recovery,
together with temperature conditions, produced a major increase in final energy consumption. In 2011
the focus on energy conservation following the Great East Japan Earthquake brought about anotherdecline in final energy consumption. Real GDP fell by 1.0% in 2014 from 2013, and final energy
consumption also fell by 3.2%.
Looking at energy consumption trends from 1973 to 2014, energy consumption for the company
and business sector grew 1.0-fold (0.8-fold for industrial sector and 2.4-fold for business and othersectors), and 2.0-fold for the home sector ,1.7-fold for transport sector. Since the oil crises, the company
and business sector, while experiencing economic growth led primarily by manufacturing, has seen
minimal increase in energy consumption thanks to the implementation of energy saving measures. On
the other hand, the home sector and transport sector has seen greatly increase in energy consumption
because of the spread of energy equipment and automobile. As a result, while the company andbusiness establishment, home, and transport sectors accounted, respectively, for 74.7%, 8.9%, and 16.4%
of total energy consumption in 1973, in 2014 these ratios had changed to 62.7%, 14.3%, and 23.1%
respectively.

■Dependence on petroleum for energy consumed in Japan

Japan’s supply of petroleum as a primary energy source fell as the result of petroleum replacement

policies and energy saving measures implemented in response to the oil crises, but began rising fromthe late 1980s due to falling crude oil prices. From the mid-1990s
onwards the development of alternative energy sources, etc. caused●Crude oil imports by supplying
country (2014)
Ecuador 0.9%

petroleum use to decline.
In 2014 Japan supplied 0.3% of the crude self-sufficiency raito.
Japan’s major oil fields are located in Niigata Prefecture, Akita
Prefecture, and Hokkaido. Because of this low level of self-

Vietnam 1.0%

Australia 0.9%

Gabon 0.8%

Colombia 0.5%

Oman 1.0%

Iraq 1.3%

Other 3.4%

Indonesia 2.6%
Iran 5.2%

suﬃciency, in 2014 Japan relied on foreign imports for 99.7% of its

Kuwaitcrude oil, with over 80% coming from the Middle East. Japan is far

Russia6.9%

Soudi Arabia

32.5%

8.4%

more dependent on the Middle East for its oil than other countries

Qatar

9.6%

̶ in 2014 the U.S. depended on the Middle East for 24.3% of its

UAE

24.9%

crude oil, and European OECD countries depended on the Middle
East for 15.8% of their crude oil. In 2014 Saudi Arabia was Japan’slargest supplier of crude oil, supplying 32.5%, followed by the UAE(24.9%), Qatar (9.6%), and Russia (8.4%).

Source: METI “Yearbook of Mineral
Resources and Petroleum Products
Statistics” (Tentative Translated by
Eco-Mo Foundation)(Source: METI “Energy White Paper 2016” (Tentative Translated by Eco-Mo Foundation))9

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Ⅱ．Current Status of Major Environmental Problems of the Transport Sector（4）Current status of global warming issues in the transport sector①Current status of carbon dioxide emissions by the transport sector■Trends in carbon dioxide emissions by the transport sector

From 1990 to 1996 the amount of carbon dioxide emitted by the transport sector rose by 22.6%, but

the rise in emissions then slowed, and began falling from 2001 onwards. In 2014 the amount of carbon
dioxide emissions was approximately 217 million tons, 5.3% more than in 1990.
●Trends in carbon dioxide emissions by the transport sector
Carbon dioxide emissions（million tons CO2）

300

253

＋22.6

%

250

＋2.4%

259

－7.4%

240

－3.4%

－6.3%

225

206
200
Private
cars

150

Other
transport

100

50

0

Truck

1990

1991 1992 1993

.9%
＋41

217

＋13.8%

－9.3%
－3.1%

＋11.9%＋10.8%

－2.0%

－2.5%

－8.0%

－7.1%

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004

2005 2006 2007

－5.3%

－5.6%

－1.7%

－10.7%－1.5%

2008 20092010 2011 2012 2013 2014

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

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

Carbon dioxide emissions from automobiles accounts for 86.0% of total carbon dioxide emissions
produced by the transport sector. 47.5% of these carbon dioxide emissions are produced by private
cars.

■Carbon dioxide emission rates by the transport sector

Comparing passenger transport carbon dioxide emission rates (the amount of carbon dioxide emitted

in transporting a person for 1km), private cars emit 6.0 times more carbon dioxide than rail transport.
Therefore in order to reduce carbon dioxide emissions, the use of public transportation, which has
smaller carbon dioxide emission rates than private vehicles, need to be promoted.
For freight transport carbon dioxide emission rates (the amount of carbon dioxide emitted intransporting one ton of freight for 1km), private trucks emit 49 times more carbon dioxide than trains,
32 times more than ships, and 6 times more than commercial truck. There need to be a modal shift,
moving to efficient use of commercial truck, ships, and trains, improving distribution efficiency.

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1 Current status of global environmental problems●Amount of carbon dioxide emissions from the transport sector (by means of transportation) 2014
Aviation 4.7%
Railway 4.4%
Shipping 5.0%
Taxi 1.5%
Bus 1.9%
Passenger cars

Commercial
ｔrucks

47.5%

17.7%

Privateｔrucks17.5%
Source: MLIT website (Tentative Translated by Eco-Mo Foundation)●Carbon dioxide emission rates by passenger transport mode (2014)

Passenger cars

133

Passenger cars
Aviation

133

99

Aviation
Bus

99

53

Bus
Railway

22

Railway 0

22
25

50

0

25

50

53

75

100

125

150

175

200

ｇ-CO2/person/kilometer
75
100
125
150

175

200

ｇ-CO2/person/kilometer●Carbon dioxide emission rates by freight transport mode (2014)
Private ｔrucks

1231

Private ｔrucks
Commercial ｔrucks

1231

211

Commercial ｔrucks
Shipping

39

Shipping
Railway

39
25

Railway 0 25
0

211

200

400

200

400

600

800

1000

1200

1400

ｇ-CO2/ton/kilometer
600
800
1000

1200

1400

ｇ-CO2/ton/kilometer

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

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Ⅱ．Current Status of Major Environmental Problems of the Transport Sector●Modal shares of domestic passenger transport (per person per kilometer), 2014

Aviation

Hire / Taxi 1.2%

Hire / Taxi 1.2%

15.1%

BussesAviation

11.5% 15.1%

Bussesrailways
11.5Private%
26.8%Japan Railway
(JR)

45.4%

Japan Railway
(JR)

45.4%

Private railways

26.8%*1 The air transport volume percentage is the total of both regular and irregular service.
*2 The hire/taxi percentage includes both light motor and truck.

Aviation（domestic route）0.3%
Railway 5.1%
●Modal shares of domestic freight transport (per ton per kilometer), 2014
Aviation（domestic route）0.3%

Domestic
shipping

Railway 5.1%

Commercial
trucks

44.1%

43.6%

Domestic
shipping

Commercial
trucks

44.1%

43.6%

Private trucks 6.9%

Private trucks 6.9%
*1 The air transport percentage is the total of both regular and irregular service, and includes excess luggage and postal
mail.
*2 The total of subtotals for individual transport modes and the total for transport modes may not be identical due torounding.
Source: MLIT “White Paper on Land, Infrastructure, Transport and Tourism in Japan 2011” (Tentative Translated by EcoMo Foundation)

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

Within the transport sector, automobiles account for the largest amount of energy consumption, roughly 87%

of the sector’s total energy consumption. The majority of this is energy consumption is by cars and trucks. In
terms of consumption by oil type, gasoline and diesel oil account for 87% of the transport sector total.
Over the past few years automobile fuel efficiency improvements and increased shift from in-house or
private operation to commercial truck operation has brought about a reduction in carbon dioxide emissions by
the transport sector. Emissions in 2014 were 217 million tons.
Efforts must continue to be made to achieve further reductions in the amount of energy consumed byautomobiles.
●Ratios of energy consumption type and volume of oil used by means of transport (2009)(Unit: 1,000kl)

Total: 95,059,000kl crude oil equivalent
Note: Does not include oversea ocean shipping or international aviation
Source: MLIT “Transportation Statistics Collection” (Tentative Translated by Eco-Mo Foundation)●Automobile ownership trends
10,000 vehicles
9,000
8,000

Other
OmnibusSpecial vehicle
Motorcycle

7,000
6,000
5,000

Truck

4,000
3,000
Passenger car

2,000
1,000

Year

0
1966

1971

1976

1981

1986

1991

1996

2001

2006

2011

2016

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

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

ColumnAutomobile ownership rates around the WorldIn terms of automobile ownership per thousand people, the U.S. has the world’s highest automobiles
ownership rate, at 798 automobiles per thousand people. Automobile ownership rates are low for
developing countries. In recent years developing countries such as China and India have experienced
dramatic upswells in automobile ownership led by their rapid economic growth. The number of cars
owned per thousand people grew by 2.4% globally in 2013, but in China it grew by 15.3%, and in India
by 8.1%. Automobiles ownership in these countries, with their enormous populations, is predicted tohave some impact on global warming, and is an area where attention is being increasingly focused.
●Automobile ownership rates in individual countries 2013
（automobiles ownership per 1,000 persons）

900

600

World

Vietnam

India

Philippines

Indonesia

Peru

China

Hong Kong

Singapore

BrazilThailandChilieUkraineTaiwanMexicoRussiaSouth Korea

Malaysia

U.K.

Japan

FranceBrunei

CanadaGermany

Itary

Australia

U.S.

0

New Zealand

300

Source: EDMC “Handbook of Energy & Economic Statistics in Japan 2016”14

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2 Current status of automobile gas emissions

2 Current status of automobile gas emissions
Road transportation related environmental problems involving the transport sector include atmosphericpollution produced by suspended particulate matter (SPM) and nitrogen oxides (NOx) such as nitrogen dioxide(NO2) emitted from automobiles. NOx is not only a cause of acid rain and photochemical smog, but also has
negative health effects (on respiratory organs). SPM is also said to harm respiratory organs by adhering to thelungs and bronchi.
In recent years all air pollution monitoring stations have met 2014 air quality standards achievement
rates for NO2, with 100% achievement rates for nine consecutive years since 2006. Automobile exhaustgas monitoring stations have seen a slight decline in target achievement, at 99.5% compared to 2013. For
automobile exhaust gas monitoring stations in areas implementing Automobile NOx/PM Act measures theachievement rate was 99.1%. For SPMs, nationwide air quality standards achievement rates were 99.7% forair pollution monitoring stations and 100% for automobile exhaust gas monitoring stations. These have fallenslightly, for both types of stations, in comparison to 2013 (air pollution monitoring station: 97.3%, automobile
exhaust gas monitoring station: 94.7%).
SPM 2014 air quality standards achievement rates for areas implementing Automobile NOx/PM Act
measures were 99.8% for both air pollution monitoring stations and 100% for automobile exhaust gas
monitoring stations, have fallen slightly.

※ 1 Air pollution monitoring station:
Monitoring stations performing regular monitoring of general atmospheric pollution conditions.
(Nationwide: 1,494 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: 416 stations)15

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Ⅱ．Current Status of Major Environmental Problems of the Transport Sector● NO2 air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2005 to 2014)（Automobile exhaust gas monitoring stations）

100

80

80

（ %
）
Achievement rate

（ %）Achievement rate

（Air pollution monitoring stations）

100

60
40
20
0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Achievement
99.8％
rate
No. of effective
448
stations
No. of achieving
447
stations

60
40
20
0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Achievement
85.1％ 83.7％ 90.6％ 92.0％ 92.9％ 95.7％ 99.1％ 98.6％ 98.6％ 99.1％
rate
No. of effective
222 227 224 225 226 207 219 216 218 216
stations
No. of achieving
189 190 203 207 210 198 217 213 215 214
stations

100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％ 100％
441 436 436 438 411 425 418 411 413
441 436 436 438 411 425 418 411 413

Source: MOE website (Tentative Translated by Eco-Mo Foundation)● SPM air quality standards achievement rates in regions implementing Automobile NOx/PM Act
measures (2005 to 2014)（Automobile exhaust gas monitoring stations）

100

80

80

（ %
）
Achievement rate

（ %）Achievement rate

（Air pollution monitoring stations）

100

60
40
20

40
20
0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014

Achievement
96.0%
rate
No. of effective
452
stations
No. of achieving
434
stations

60

Achievement
92.8%
rate
No. of effective
209
stations
No. of achieving
194
stations

96.7% 93.2% 99.8% 100% 100% 72.7% 100% 96.4% 99.8%
448 443 440 439 415 429 421 415 415
433 413 439 439 415 312 421 400 414

92.1% 92.5% 99.5% 100% 99.0% 75.6% 100% 92.3% 100%
215 212 213 214 197 209 207 209 208
198 196 212 214 195 158 207 193 208

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

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3 Current status of waste and recycling

3 Current status of waste and recycling①Trends in general waste volume

Total waste volume and per capita daily waste volume fell slightly after the second oil crisis in 1979, butbegan rising rapidly from roughly 1985. From 1990 they leveled off or increased slightly, but began fallingfrom 2001. In 2014 the total amount of waste was 44.32 million tons. The total amount of recycled waste in2014 was 9.13 million tons. The ratio of total waste which was recycled has grown tremendously, from 5.3% in1990 to 20.6% in 2014 (similar to the previous year).

Total waste volume（10,000 tons/year）

6,000

1,200
1,146

Total waste volume

1,131

1,115

5,500

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

1,089

5,338
5,272

1,033

5,202

5,000

5,082

994
4,811
4,625

4,500

4,000

2004

2005

2006

1,100

2007

2008

2009

976

976

979

972

4,536

4,543

964
4,523

958
4,487

2010

2011

2012

2013

963
947
4,432

1,000

900

800

2014（Year）

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

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

The amount of industrial waste produced has stayed roughly level since the 1990s at approximately 400

million tons.

Total industrial waste volume（million tons）●Industrial waste volume
450
426
400 394

405

415

408

400 406 400

422 418 419
412 417404
393

390 386 381 379 385

393

350

300

250

200

1995 1996 （1996） 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014
（Year）
Note: Waste discharge volume estimation methods were partially revised in 1996.Waste volume from 1996 onwards is
calculated based on the same conditions as the waste reduction target volume (established in September 28 2009) .
*:Government set value based on The Dioxin Countermeasures Basic Policy (Ministerial Meeting on Dioxin Policy decision).

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

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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 2014 there were 1,698 general waste final disposal sites in Japan with a remaining capacityof 105.82 million m3. The average remaining lifespan was 20.1 years. The remaining capacity is shrinking, andthe remaining lifespan is decreasing.
The remaining capacity of industrial waste final disposal sites as of the end of 2013 was 171.81 million m3,
10.90 million m3 less than the previous year. The average nationwide remaining lifespan is 14.7 years. Slight
improvements are being made, but the remaining lifespan in the Tokyo area is 5.2 years, and remaining
capacities are particularly low for major metropolitan areas.
●Remaining lifespans and remaining capacities of final disposal sites (general waste)
Remaining capacity
Remaining lifespan

250
200
150

15.6

14.8

14.0

19.3

18.7

18.0

19.7

18.9

21

20.1

19.3

15.7
14

138

133

130

122

122

116

114

100

112

111

107

106

7

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

50
0

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

0

（Year）

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

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

14.7 14
13.9

13.2

Remaining capacity
Remaining lifespan

13.6

12
11

250

10

10.6
200
7.2

150

50

7.7

8.2

9
8

8.5

7
6

6.1

100
3.0

3.1

3.1

3.3

3.7

13

3.9

4.3

5
4

4.5

3

Remaining lifespan（years）

Remaining capacity（million ㎥）

300

2
1

0

1995

1996

1997

1998

1999

2000

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

0

2013 （Year）

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

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

143 incidents of illegal dumping of industrial waste, a total of 166,000 tons of waste, were discovered in 2015,

along with 261 incidents of improper disposal (400,700 tons). The number of incidents, and volume of waste
involved, has decreased yearly in conjunction with enhanced enforcement of the Waste Management andPublic Cleansing Act.
●Number of incidents of illegal dumping of industrial waste and amount dumped
140.0

1,400

Amount dumped
Number of incidents

1,197
1,150

1,049

1,000

1,027

120.0

100.0

934

No. of dumping incidents

894
855
800

80.0

74.5
679

673

719

600

Gifu City incident

44.4

41.1

17.2

1.1

13.1
17.8

20.7
12.0

5.8
308

Chiba City
incident

24.2

200

0

382

Numazu City
incident

31.8
21.9

Tado-cho,
Kuwana City
incident

558

43.3
40.8 42.4
40.3

400

60.0

554

56.7

Hino-cho,
Shiga Prefecture
incident

279

216

20.3

1.47

192

187

5.3

4.4

159

165 16.6

2.9

2.9

10.2
14.4

5.7

6.2
4.8

40.0

Koka City,
Shiga Prefecture
incident

1.4

Amount dumped（10,000 tons）

1,200

20.0

143
1.9
0

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015
（Year）
Note)
1. The number of incidents of illegal dumping and the amount of illegally dumped waste were calculated based on incidents of illegal dumping of 10t or moreof industrial waste per incident identified by the governments of prefectures and designated cities (as well as all incidents of illegal dumping of special
controlled industrial waste).
2. With regards to the white areas of the bar graph, the incidents discovered in Gifu City in 2003 and in Numazu City in 2004 took place over multiple
preceding years, resulting in the discoveries of major volumes of illegally dumped waste in the respective years. The white area of the bar graphcorresponding to the 2006 Chiba City incident indicates an incident which was discovered in 1998 but was reported in 2006. The white area of the bar
graph corresponding to the 2008 Tado-cho, Kuwana City incident indicates an incident which was discovered in 2006 but was reported in 2008. The
white area of the bar graph corresponding to the 2010 Hino-cho, Shiga Prefecture incident indicates an incident which was discovered in 2009 but wasreported in 2010.
As for 2015, incidents of Koka city, shiga Prefecture and Ube City, Yamaguchi Prefecture, and Kuji City, Iwate Prefecture are reported as major incident.
3. The sulfate aid pitch were not included in this study and are covered separately.
4. Ferosilt dumping incidents were not included in this study. 720,000 tons of Ferosilt were sold and used as backfilling material since August 2001, but it
was later discovered that the manufacturer and seller of Ferosilt had mixed in toxic waste liquid,making this an illegal industrial waste dumping incident.
Illegal dumping was confirmed in 45 locations in 4 prefectures, and Ferosilt removal has been completed in all of these locations (as of March 27, 2015).
* Amounts are rounded, so totals may not match.

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

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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 2014 was 5.3% greater than theamount emitted in 1990, but emissions volume has been decreasing since 2001. In order to ensure that
this decrease continues steadily, the MLIT is promoting comprehensive measures such as automobile
and road traffic measures, logistics efficiency improvements, and promoting the use of public
transportation.

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

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

Measures for individualvehiclesEnvironmental considerationin driving

Measures for traﬃc ﬂow

Vehicle and road traﬃc measures

Other

Enhancing energy
eﬃciency
in railroads,
shipping andaviation

Create transport systems
with minimal environmental impact

Optimizing
logistics* Streamline truck transportation* Modal shift to railways and shipping* Reduce overland transportation distance ofinternationally shipped container cargo* Promote energy conservation in the port area, introductionof the facilitation and utilization of renewable energy

Promoting the useof publictransportation* Improve the convenienceof railway and bus usage* Promote ecologicalcommutingSource: MLIT “White Paper on Land, Infrastructure, Transport and Tourism in Japan 2015” (Tentative
Translated by Eco-Mo Foundation)

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

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区分～600 601
741
856
971
1311
1421
1531
1651
1761
1871
1991
2101
2271～
構造Ｂ
ＭＴ
18.2
18.0
17.2 1081
16.4 1196（車両重量㎏）～740 16.4～855 16.0～970 ～1080～1195
燃費基準値（km/L）
ＡＴ
15.4
14.7 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100 ～2270
燃費基準値
22.5
21.8
21.0
20.8
20.5
18.7
17.2
15.8
14.4
13.2
12.2
11.1
10.2
9.4
8.7
7.4
（km/L）
軽量貨物車
区分（車両重量㎏）～1080 1081
1196～
【小型バス（乗車定員11人以上かつ車両総重量3.5t以下の乗用自動車）】
目標年度：２０１５年度 測定方法：ＪＣ０８モード～1195
ＭＴ燃費基準値（km/L）
17.1
区分（燃料） ガソリン 軽油 18.5
ＡＴ燃費基準値（km/L）
17.4
15.8
14.7
燃費基準値
8.5
9.7
（km/L）
中量貨物車（ガソリン）
Ⅲ．Measures
区分 in Response to Major Environmental Problems of the Transport Sector～1310 1311
1421
1531
1651
1761
1871～
（車両重量㎏）～1420 ～1530 ～1650 ～1760～1870【路線バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】
目標年度：２０１５年度
測定方法：重量車モード
14.2
構造Ａ
ＭＴ
区分
The
World
Light
Test
Procedure
3.5～8
8～10Vehicle
10～12 12～1414～燃費基準値（km/L）
12.7 (WLPT) was established at the UNECE World Forum for
ＡＴ
13.3（車両総重量ｔ）
9.7
構造Ｂ１
ＭＴ
11.9
10.6
10.3
10.0
9.8
燃費基準値
燃費基準値（km/L）
10.9
9.8
9.6
9.4
9.1held 8.8
8.5
Harmonization
Vehicle(WP29),in March
2014. In October 2016 Japan added WLTP to
6.97 of ＡＴ
6.30
5.77 Regulations
5.14
4.23
（km/L）
構造Ｂ２
8.9
ＭＴ
11.2
10.2
9.9
9.7
9.3
7.9
燃費基準値（km/L）
ＡＴ
10.5of testing
9.7
8.9
8.6 gas emissions
JC08
Mode as a method
exhaustand fuel
efficiency for passenger vehicles.
【一般バス（乗車定員11人以上かつ車両総重量3.5t超の乗用自動車）】
目標年度：２０１５年度
測定方法：重量車モード

区分
中量貨物車（軽油）区分3.5～6 6～8 8～10 10～12 12～14 14～16 16～（車両総重量ｔ）～1420 1421
1531
1651
1761
1871
1991
2101～
（車両重量㎏）
燃費基準値
～1530
～1650
～1760
～1870
～1990 ～2100
9.04
6.52
6.37
5.70
5.21
4.06
3.57
（km/L）
構造Ａ又は構造Ｂ１
ＭＴ
14.5
14.1
13.8
13.6
13.3
12.8
12.3
11.7
●Passenger
燃費基準値（km/L）vehicles
ＡＴ
13.1
12.8
11.5
11.3
11.0
10.8
10.3
9.4
構造Ｂ２
ＭＴ
14.3 passenger
12.9
12.6
12.4
11.3
11.2
[Gasoline
passenger vehicles,
dieselvehicles,and LP12.0
gas passenger
vehicles11.1(with occupancies of 10 people or less) and minibus【ガソリン乗用自動車、ディーゼル乗用自動車及びＬＰガス乗用自動車（乗車定員10人以下）並びに小型バス（乗車定員11人以上かつ車両総重量3.5t以下の燃費基準値（km/L）
ＡＴ
12.5
11.8
10.9
10.6
9.7
9.5
9.0
8.8
(passenger
vehicles with occupanciesof 11 or more and total vehicle weight of 3.5t or less)] Target year: 2020 Measurement method: JC08 mode
乗用自動車）】目標年度：２０２０年度
測定方法：ＪＣ０８モード（注）Category
区分～740 741
856
971
1081
1196
1311
1421
1531
1651
1761
1871
1991
2101
2271～
軽貨物車・・・軽自動車である貨物自動車(Totalvehicle weight (kg))（車両重量㎏）～855 ～970 ～1080 ～1195 ～1310 ～1420 ～1530 ～1650 ～1760 ～1870 ～1990 ～2100 ～2270
軽量貨物車・・・車両総重量1.7ｔ以下の貨物自動車
燃費基準値
Fuel
efficiency
24.6
24.5
23.7
23.4
21.8
20.3
19.0
17.6
16.5
15.4
14.4
13.5
12.7
11.9
10.6
中量貨物車・・・車両総重量1.7ｔ超3.5ｔ以下の貨物自動車
standard(km/L)（km/L）
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
Source: MLIT (Tentative Translated by Eco-Mo Foundation)①最大積載量を車両総重量で除した値が0.3以下となるもの。
②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
当該車室と車体外とを固定された屋根、窓ガラス等の隔壁により仕切られるもの。
③運転車室の前方に原動機を有するもの。
構造Ｂ・・・構造Ａ以外のものをいう。
構造Ｂ１・・・構造Ｂのうち②に掲げる要件に該当するものをいう。
●Trucks/Freightvehicles
構造Ｂ２・・・構造Ｂのうち構造Ｂ１以外のものをいう。
[Gasoline
cargo vehicles and diesel cargo vehicles (total vehicle weightof 3.5t or less)] Target
year: 2022 Measurement method: JC08 mode
【ガソリン貨物自動車及びディーゼル貨物自動車（車両総重量3.5ｔ以下）】
目標年度：２０２２年度
測定方法：ＪＣ０８モード
Category
区分(Total（車両重量㎏）
vehicle weight (kg))
Structure
構造Ａ A
Fuel
efficiency standard (km/L)
燃費基準値（km/L）

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

ＭＴ
ＡＴ
ＭＴ
ＡＴ

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

25.0

22.7

20.8

18.5

21.0
20.4

20.4
19.8

19.9
19.2

19.4
18.7

16.7
16.3

16.9
15.1
14.7

13.9
13.5

12.9
12.5

12.1
11.7

11.5
11.1
16.8
14

11
10.6
15.9
13.7

10.2
15.2
13.5

14.6
13.3

13

(Note)（注）
Structure
A: Vehicles with structures matching ① , ② , or ③ below.
構造Ａ・・・①、②、③のいずれにも該当する構造のものをいう。
①
Maximum carrying capacity divided by total vehicle weight is 0.3 or less.
①最大積載量を車両総重量で除した値が0.3以下となるもの。
The same cab contains both passenger boarding and article loading appurtenances, and the cab is separated from the outside of the vehicle by②②乗車装置及び物品積載装置が同一の車室内に設けられており、かつ、
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.
③③運転車室の前方に原動機を有するもの。
There is an engine in front of the driving cabin.
構造Ｂ・・・構造Ａ以外のものをいう。
Structure
B: Vehicles to which none of the above apply.
[Trucks,etc. (freight vehicles with total vehicle目標年度：２０１５年度
weights exceeding 3.5t)]
Target year: 2015 Measurement method: Heavy duty vehicle mode
【トラック等（車両総重量3.5ｔ超の貨物自動車）】
測定方法：重量車モード
区分
Category(totalvehicle weight (t))（車両総重量ｔ）

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

～1.5

1.5～2

2～3

3～

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

10.83

10.35

9.51

8.12

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

7.5～8

8～10

10～12

12～14 14～16 16～20

20～

7.24

6.52

6.00

5.69

4.04

目標年度：２０１５年度

4.97

4.15

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

測定方法：重量車モード

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1 Promotion of global warming countermeasures■Measures for developing and promoting energy-saving vehicles and low-emission
vehiclesThe increasingly severe global warming situation, together with the rise of CO2 emissions, air pollution, andcrude oil prices resulting from the rapid increase in energy consumption by developing countries, has led togreater usage of energy-saving and low-emission vehicles such as compressed natural gas (CNG) vehicles,
hybrid vehicles, and electric vehicles. Vehicles with functions such as automatically stopping idling engines
when stopped, or which promote eco-friendly driving awareness by indicating with signal lamps when drivers
are performing high fuel efficiency driving, are also becoming more popular.
Research is also taking place for new energy-saving vehicles, aimed at the commercialization of hybrid
busses with inductive charging capabilities. These vehicles can be rapidly charged using electrical induction
from electricity supply embedded in the pavement, without the need for electrical charging cords. The
government, academia, and manufacturers are working together on verification testing for electrical full flatfloored busses, with testing being performed in Fujisawa City, Kanagawa Prefecture in August 2011.
From the perspective of improved automobile safety and harmonization of international standards, testing
methods for the UN’s Global Technical Regulations on Hydrogen and Fuel Cell Vehicles and Regulations on
CNG/LNG Vehicles were introduced into domestic standards, the mandatory installation of vehicle stability
control devices was expanded, standards were tightened for collision avoidance systems, and mandatory
installation of these systems was also expanded.
In order to accomplish this, the “Announcement that Prescribes Details of Safety Regulations for Road
Vehicles (MLIT Announcement No.619 of 2002)” was revised, issued, and enacted.
The “Global Technical Regulations on Hydrogen and Fuel Cell Vehicles” were established in June 2013
based on a proposal made by Japan. They have great potential for contributing to the adoption of fuel cellvehicles outlined in the “Regulatory Reform Implementation Plan” (approved by the Cabinet in June 2013).
○ They add requirements concerning the concentration of hydrogen leaked into the vehicle interior
following fuel cell vehicle related collision testing, as well as requirements concerning the securing of gas
containers to the vehicle, bringing the regulations into agreement with the Global Technical Regulations.
○ They change the method used for testing the strength of the mount of gas containers to compressed
natural gas vehicles from vibration testing to acceleration testing, bringing them into agreement with theRegulations on CNG/LNG Vehicles.
○ They expand requirements for vehicle stability control device and collision avoidance braking system
related vehicle stability control devices, making them mandatory for all busses, trucks, and trailers. They
also strengthen collision avoidance braking system control related performance requirements, and makethem mandatory for all busses and medium- and large-sized trucks.

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

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Promotion of environmentally friendly automobile usage“Eco-driving” has been positioned as an environmentally friendly automobile usage promotion measure. The

Eco-Drive Promotion Liaison Committee (National Police Agency (NPA), METI, MLIT, and MOE) formulated
the Eco-Driving Dissemination and Promotion Action Plan, and the Committee and related organizations areactively promoting these efforts.
In 2006 the committee proposed the “10 Tips for Eco-driving”, which outlined specific eco-driving efforts.
These recommendations were revised in 2012.
●10 Tips for Eco-driving

Accelerate
gently.

Maintain a steadyspeed and keep
your distance.

Slow down by
releasing theaccelerator.

Make appropriate
use of your air
conditioner.

Don’t warm up
or idle yourengine.

Plan youritinerary to avoid
congested routes.

Check yourtire pressure
regularly.

Reduce yourload.

Respect parking
rules andregulations.

Check the readings on
your fuel efficiencymonitoring equipment.

Source: The Eco-Drive Promotion Liaison Commitee

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1 Promotion of global warming countermeasures

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

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

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

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

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

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

Company names can be conﬁgured to be shown or hidden

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

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

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

Unit (%)

Unit (N/kN)
Wet grip performance（G）

Grade

Rolling resistance coefficient

Grade     RRC≦6.5

AAA

155≦G

a

6.6≦RRC≦7.7

AA

140≦G≦154b

7.8≦RRC≦9.0

A

125≦G≦139c   9.1≦RRC≦10.5

B

110≦G≦124d10.6≦RRC≦12.0

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

(Eco-tires)26

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1 Promotion of global warming countermeasures③Promotion of traffic flow measures

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

■Use of ETC2.0 service

Speed, usage route, usage time, and other data collected from ETC2.0, for which full-fledged vehicle-mounted

device sales began in August 2015, and various other forms of detailed Big Data are being used in measures
for smart usage of roads, such as smart pricing to reduce traffic jams and accidents, and high-productivity
smart logistics management.

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

Bicycles play important roles as commonplace means of transportation used in everyday life, and means ofleisure transportation in activities such as cycling. Bicycle usage needs are rising, backed by rising interest in
healthy living and environmental conservation. However, although the number of traffic fatalities has
decreased by 40% over the past ten years, the number of accidents between bicycles and pedestrians hasremained constant, and there are calls for the creation of safer, more comfortable bicycle usage environments.
Because of this, the Ministry of Land, Infrastructure, Transport and Tourism, in conjunction with the
National Police Agency, has held meetings of an exploratory committee of experts to consider how to create
bicycle network plans and promote the creation of bicycle travel spaces based primarily on street usage. In
July 2016 the committee reformulated the “Guideline for Creating a Safe and Pleasant Environment for
Bicycle Use.” Announcements and technical advice, etc., regarding the Guidelines were provided, and, throughcollaboration with related ministries and agencies, etc., plans are being created and implemented, and thethorough application of traffic rules is being promoted.

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

greener overall logistics system
requires greater collaboration
between freight owners andOrganizers: MLIT, METI, Japan Federation of Freight Industries, JILSCollaboration: Nippon Keidanren

logistics operators, and the
expansion of sustainablelogistics systems for global
warming countermeasures
improving productivity, etc.
The Green Logistics
Partnership Conference,launched in 2004 and composedof companies and organizations
united by this goal, strives toMembers:

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

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

* Selection of good practice examples

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

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

(Pamflet of The Joint Guidlines on the Method for
Calculating CO2 Emissions)28

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

平成 28 年度

エコシップ・モーダルシフト事業
優良事業者の募集
平成 20 年、モーダルシフトの推進を目的にスタートした「エコシップマーク
認定制度」は今年で9 年目を迎えます。これまで 200 を超える事業者が“エコシップマーク”の認定を受け、環境にやさしい企業としてイメージアップに役立てています。
平成28 年度も引き続きモーダルシフトに貢献する荷主企業および物流事業者を募集いたします。

degree of sea transport, and permitting those companies to
use the Eco-Ship Mark. As part of this project, the Eco-Ship
Modal Shift Project Executive Committee has implemented
an Eco-Ship Mark certification system (the Eco-Ship Mark
indicates that a company is contributing to environmental
efforts by using sea transport). Since August 2016, 105
freight owners and 122 logistics operators have received
Eco-Ship Mark certification. Eco-Ship Mark certified

平成 28 年度
募 集 期 間

平成28 年11月1日（火）開始

第一次締切
第二次締切

平成 29 年 1月 31日（火）平成 29 年 3 月 31日（金）companies are also selected to receive MLIT Maritime
Bureau Chief awards.
国土交通省海事局

エコシップ・モーダルシフト事業実行委員会
http://www.ecoship.jp

Source: Committee for Implementation of Eco-Ship
Modal Shift Operations (Tentative Translated by
Eco-Mo Foundation)

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector○Eco Rail Line Project
Railroads are essential parts of the daily lives ●Overview of the Eco Rail Line Projectand economic activities of the people of Japan. It is
Promoting systematic eﬀorts to reduce energy usage and carbon production,
making entire rail lines environmentally friendly

vital that they will be capable of maintaining

Examples of rail measures (concept)

regular operation even in the event of emergency

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

Accumulation ofelectricity generated
by braking (No Train)

Interior LED
lighting

Power storage
train

Power Supply (Arrival of Train A)

and carbon emissions from rail lines, which arePower Generated
Braking

Power line

greater societal energy conservation andCharging

VVVF inverter withSic Semiconductor
Element

used by 60 million people a day, contributes toPowerdevices

environmental awareness. The MLIT is

Speed Up

implementing the Eco Rail Line Project, supporting

Train B

Train APower
storagePower storage train

Train station

Source: MLIT (Tentative Translated by Eco-Mo Foundation)rail operators who are implementing systematicefforts to reduce power consumption and carbon emissions for entire rail lines by using renewable energy intrain stations and train control centers and installing energy saving facilities for efficient energy usage.
Through this support, the project promotes reductions in energy usage by rail lines and the adoption ofcarbon emissions reducing technologies.
○“Eco Rail Mark” system promotion and expansion
The “Eco Rail Mark” was established in 2005 to certify
companies and products which are proactively working
to achieve low environmental impact rail freighttransport. By supporting companies and products
certified with the “Eco Rail Mark”, awareness ofenvironmental impact reduction efforts increases, among
freight owner companies such as manufacturers, as wellas consumers, with the goal of promoting a corresponding
modal shift to rail freight transport. The MLIT and

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

Railway Freight Association are striving to further

promote and expand the “Eco Rail Mark”. As of September 7, 2016 there are 318 “Eco Rail Mark” productcertifications for 201 products, 88 certified companies, and 29 certified supporting companies.
○ Promotion of comprehensive reductions in carbon
emissions by ports
Port areas have large concentrations of cargo andpassenger vessels, function as sites of industrial activity
where land and sea freight distribution systems meet,and produce large amounts of greenhouse gasses. The
Ministry of Land, Infrastructure, Transport andTourism is striving to effectively reduce theseemissions.

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

Energy saving cargohandling equipments

Renewable energy usage

Wind power
Solar power
generation facilities generation facilities

Large scalebattery facilities

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

Flow ofelectricity

Expansion of CO₂ sinks
Seaweed bed - tidal wetland

Green space

Seaweed beds, tidal wetlands
green spaces

Electrical transfer
Hybridcrane
straddle carrier

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

Large-scalebattery facilities
Solar power generation facilities

Land sideconnection
panel
Land
power
supply

Cable
ࢣ࣮ࣈ ࣝ

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

ElectricalcablePower send/
receive facilities

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

Specifically, it is providing support for the deployment of energy saving facilities, promoting modal shifts andtransport efficiency improvements through the use of reverse logistics-related sea transport, promoting thesmoother deployment and utilization of renewable energy, improving port green areas which help absorb CO2,and creating seagrass beds.
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1 Promotion of global warming countermeasures○With regards to the partial revision of the Act on Advancement of Integration and Streamlining of Freight
Distribution Business (Distribution Integration Efficiency Act), in order to increase distribution efficiency andreduce environmental impact, plans have been approved for a project aimed at integrating and improving theefficiency of advanced freight distribution facilities with a specified minimum scale (specified freight
distribution operation facilities) and other facilities. Roughly 300 projects have been approved since theestablishment of Distribution Integration Efficiency Act on October 1, 2005.
On October 1, 2016, a revision to the Act was enacted, requiring two or more parties to collaborate during
the implementation of projects. This revision was enacted in response to labor shortages in the distribution
field, with the aim of expanding modal shifts among support recipients and measures which do not requirejoint delivery, etc., specified distribution operation facilities.
Based on this, as of February 13, 2017, 13 diverse projects, including modal shifts, joint delivery, and special
freight distribution operation facility wait time reduction, have been approved, and measures have been
implemented to achieve freight distribution labor savings, improve freight distribution efficiency, and reduce
environmental impact.

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

Example of Freight Distribution Integration Efficiency Act approval

Revision enacted October 1, 2016

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

Objectives

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

Gunma Prefecture
manufacturer’s
factory

Afterconversion

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

• Consideration of facility location restrictions, etc.

→Consideration for permission to perform development in urbanization
control areas

Unmannedsea transport

Locationsin Kyushu

 Driver drive time reduction: 2,976 hours/year (67% reduction)• Drive time reductions contribute to reductions in drives involving overnight stays.

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

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

Locationsin Kyushu
Oita Port

Overview of system

Beforeconversion

Shimizu Port

• Secure labor required for freight distribution operations• Reduce environmental impact(operated by Company B)① Office makes unloading timeand berth reservations bycomputer by the day before
the 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
cargo receiving work efficiency, cutting wait times by 80%
 CO2 reduction percentage: 22.9%

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

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

ColumnMeasures aimed at reducing amount of parcel service redeliveries
In recent years number of parcel service deliveries has risen rapidly (by 16% in five years) due tothe major increase in e-commerce transactions. Approximately 20% of parcel service deliveries areredeliveries. According to calculations by the MLIT, these parcel service redeliveries produce massive
societal losses, such as generating approximately 420 thousand tons of carbon dioxide, equivalent to 1%of the annual emissions of commercial trucks, or an amount whose absorption which would require acedar forest 2.5 times the size of the area enclosed by the Yamanote Line, and requiring roughly 180
million hours of labor (equibalent to about 90,000 workforce) per year.
The MLIT has held deliberation sessions, in which operators including delivery, e-commerce sales,
convenience store, and locker operators have participated, and conducted a questionnaire* regarding
parcel service redelivery. According to the results of the questionnaire, roughly 40 percent ofredeliveries were the result of recipients not knowing that packages would be delivered, or being out
despite knowing packages would be delivered.
Reducing the social losses caused by redeliveries will contribute to slowing global warming andaddressing the truck driver shortage resulting from the shrinking and aging population. Wastefulredelivery must also be reduced in order to continue to maintain and further improve Japan’s highlevel of delivery service.
To reduce the number of redeliveries, operators must collaborate more closely and employ new
approaches and measures, and all members of society must understand the social losses resulting from
redelivery and cooperate in reducing the need for redelivery.
The MLIT has outlined the following concrete measures aimed at reducing redeliveries.
<Major concrete measures>① Introduce simpler web or app-based delivery time selection methods② Promote the understanding of the social losses caused by redelivery and provide benefits
to package recipients based on their contributions to redelivery reductions③ Expand the range of delivery and e-commerce services handled at convenience stores andprovide greater convenience through improvements to receiving procedures, etc.
④ Promote the installation of delivery boxes for residences, and streamline package sizes to
fit in delivery boxes⑤ Introduce and expand new receiving methods by, for example, installing delivery boxes intrain stations, etc.

*

Questionnaire to redelivery recipients by the Committee for Deliberation Regarding thePromotion of the Diversification of Methods for Receiving Packages in Order to Reduce
Redelivery
Source: MLIT (Tentative Translated by Eco-Mo Foundation)●Parcel service locker

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1 Promotion of global warming countermeasures■Promotion of the Green Management Certification System

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

(Manual of the Green Management Certification System)

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion of usage of public transportation

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

■Establishment of the Basic Act on Transport Policy

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

Japan's economic slump

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

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

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

Narita Airport

approved the first Basic Plan on Transport Policy on
February 13, 2015.
Furthermore, in May
2016, in accordance with

Measures required to strengtheninternational competitivenessResponse to large scale disasters
Measures required to reduce
environmental impact

Transportation Policy
was approved by the
Cabinet and released by

Kyushu Shinkansen

Annual reporting to the Diet("White Paper on Transport Policy")

Remote island sea routes

Creation of a framework enabling the government and related parties
to work as one to powerfully promotetransportation policies in order to tackle Japan's pressing issues

Overview of the Basic Plan on Transport Policy[Social and economic changes addressed by this plan]（1）Highly unique regional regeneration amidst Japan's rapidly shrinking and aging population （2）Increasing globalization （3）Imminent
large-scale disasters and deteriorating infrastructure （4）Global environmental problems （5）Developments in technological innovationsuch as dramatic advances in ICT （6）Recovery from the Great East Japan Earthquake （7）2020 Tokyo Olympics and Paralympics

Measure objectives

the Diet.

Required support measures(legal and ﬁscal, etc.)●Overview of the Basic Plan on Transport Policy

National measures
stipulated
Basic approachin the Act

second White Paper on

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

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

the Basic Act on
Transport Policy, theToyama LRT

Cabinet decisions and Diet reports on transportation policy basic plans

and mandates that the Cabinet approve a Basic Plan on
Transport Policy and present it to the Diet. The Cabinet

aging population

For example

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

country / communities

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

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

B. Creation of international and inter-

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

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

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

National measures stipulated in the Act

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

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

C. Creation of sustainable,safe, secure transport
infrastructure

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

Source: MLIT (Tentative Translated by Eco-Mo Foundation)34

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1 Promotion of global warming countermeasures■Measures for promoting rail use
The MLIT provides support for efforts byrail operators to promote the use of urbanrail, achieve greater speeds on existingarterial railroads, achieve greater speeds on
freight rail lines, convert freight rail lines
into passenger rail lines, smoothinterconnections, make comprehensive
improvements to railway stations, andimplement barrier-free measures in railway
stations, etc.

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

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

Source: MLIT (Tentative
Translated by Eco-Mo
Foundation)and stop to provide easy boarding and unboarding, punctuality, travel
speed, comfort, and other features.
●Overview of LRT systems

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

Features

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

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

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

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

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

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

Normaltrack

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

䋻

Vibration
control
track

87dB 䋻 76dB

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

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

Height diﬀerence makes
steps necessary

Fukui Ekimae area
Uses embedded tracks
to reduce noise and vibration

Track structure

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

Train

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

Floor heightPrivately
owned car

780mm 䋻 330mm

Minibus
LRT
streetcar

㻝㻤㻤
㻥㻠
㻟㻢

Train can be boarded directly fromplatform, with no height diﬀerence

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

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

In May 2014 a revision to the Basic Act on Transport Policy was issued, and enacted in November of thesame year.
Also, the August 26, 2015, the Revised Act on Revitalization and Rehabilitation of Local Public
Transportation Systems and Japan Railway Construction, Transport and Technology Agency Act (Act No. 28
of 2015) created a system for funding, etc., projects for improving certified rail transport, etc.
● Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transportation
Systems
Overview of the Revised Act on Vitalization and Rehabilitation of Local Public Transportation Systems(issued in May 2014)○Revised Act on Vitalization and Rehabilitation of Local Public Transportation Systems (issued in May 2014, enacted in November 2014)
Maintain and improve regional societal vigor in the face offull-ﬂedged population reductions

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

Key Points

Basic policy①Rebuild with a focus on local public agencies②and community development③recreate an areawide public transportation network

Conceptual image of reconstruction of public transportation
integrated with compact town development

Current situation

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

Diﬀusedurban zones

National government formulates policy, taking
coordination with town planning into consideration■Coordination with town planning in order to produce compact cities■Rebuilding of areawide public transportation networks for entire regions
Local public transport reorganization speciﬁc program
Local public transport
reorganization projects

Private cars are theprimary transport mode

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

CentralstationLocal public agencies holdcoordination council upon
consultation with operatorsand formulate plan

Local public transportation
network formation plan

Local public transport
reorganization
implementation projects

Base area

Tramway
inprovement
project(LRT development)

Rail businessrestructuring
project(vertical separation)

Implementation
plan

Implementation
plan

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

Areas clear of
public transportation

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

Operation

Formation of a circulatory
public transportation
network in the base area

Investment, etc.

Japan Railway Construction,
Transport andTechnology Agency

Restructuring of public transportation
coupled with community development

Privatecompanies

Financial
institution
etc.

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

Enhancement oftransportation
services that link bases
Hospital

Feeder transportationby community buses

Welfarefacilities
Town oﬃce

Development ofpedestrianspaces and bicycle
usage environments
Measures concerning
community development
Measures concerning
local public transportation(LRT)
Developmentof transfer sites
Introduction ofdemand-responsive
shared taxis

Collaboration

Successful
cycle

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

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

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

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1 Promotion of global warming countermeasures■Promotion of eco-commuting
There is a growing demand for a shift in means of transportation, from the use of private cars to low
carbon dioxide emission measure, by promoting the use of public transportation. In order to promote highly
effective measures which match both user side efforts and transportation operator side efforts, a Conference
on Promotion of Public Transportation was held in March 2005, involving transportation operators, membersof 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 transportation, bicycles andon foot for commuting.
From June 2009 thereby promoting eco-commuting, the “Excellent Eco-Commuting Business Site
Certification System” was launched to certify businesses which voluntarily and actively promoted ecocommuting. As of the end of December 2016, 649 business sites have been registered.

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

BeforeAfter
Rail stations,
etc.

Home,
company housing,dorm, etc.

Home,company housing,dorm, etc.

Commutertrains

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

Ride sharing

Homes, etc.

Oﬃces, factories, etc.

Oﬃces,
factories,etc.

Bicycles

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

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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 andtransportation carbon emissions reduction, promotive greater adoption and vitalize the housing market andlocal economies, by promoting private investment in urbanization areas, etc. based on changes in energy
supply and demand triggered by the Great East Japan Earthquake and increasing energy and global warming
awareness among citizens.
The Low Carbon City Promotion Act was passed by the Diet in September 2012 and enacted in 2012
December of the same year. As of August 2016, 23 cities have created low carbon town plans. These plans
are listed on the MLIT website.
● Formulation of Low Carbon Town Plans (Cities, Towns, and Villages)* Low carbon town planning councils (local public agencies, private businesses, etc.) are established to perform consultation and coordination

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

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

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

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

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

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

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

Source: MLIT website●Promotion of Environmentally Sustainable Transport (EST)Promotion of public transportation use* Development of transit mallbased upon local consensus.

PTPS

・Promotion of CNG bus
・Support for introducing low emission vehicles

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

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

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Regional EST Forum in Asia
The Regional EST Forum in Asia is a high level governmental policy discussion forum, jointly launched 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 25 members countries(including Russian Federation) of the Forum. Participants include high level of government officials in chargeof environment and transport agencies as well as experts in areas of environment and transport.
At the 10th Anniversary Regional EST Forum in Asia hosted by the Government of Lao PDR in Vientiane
from 14-16 March 2017, the member states adopted the “Vientiane Declaration on Sustainable Rural Transport
towards Achieving the 2030 Agenda for Sustainable Development”, recognizing the important role played byrural transport in the context of livelihood security and poverty alleviation. Some of the key messages of theVientiane Declaration include —⿝⿝ Rural transport remains a grossly neglected sector, yet sustainable rural transport is a key driver for
improving rural wellbeing, economic development, community empowerment as well as livelihood andfood security;
⿝⿝ Improved rural transport infrastructure and services are a key enabler to increased rural resiliency,
rural empowerment and rural socioeconomic transformation through poverty eradication, hunger
elimination, social integration, increased food security and improved supply chain logistics;
⿝⿝ Climate adaptive and disaster resilient transport investments in rural areas can help secure all-season
access to markets and essential services and prevent isolation of fragile or remote communities, thus
contributing to economic development and well-being;⿝⿝ Improved rural transport connectivity to wider local, national and regional transport networks is key toachieve economic growth in rural areas; and⿝⿝ It is important to explore innovative solutions to improve rural-urban connectivity; to improve and green
supply chain logistics (from producers to consumers); to achieve safe and sustainable rural access, among
others, are key to achieve sustainable regional development.
●10th Forum opening ceremony

Source: UNCRD

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1 Promotion of global warming countermeasures■Comprehensive support for energy creation, storage and saving in towns,
residences and transport
Japan is facing unprecedented challenges, such as a shrinking and aging population, financial constraints,
intensifying international competition, and energy restrictions prompted by the increasingly severe global
environmental situation and Japan’s earthquake and nuclear power plant disaster. In order to overcome thesechallenges and create a brighter future for Japan, the MLIT is working as one to carry out sustainable,energetic national and regional planning. The creation of a low carbon, recycling-oriented society is one new
direction of policy development, and is an essential part of creating a sustainable society.
In disaster-affected areas, Future Cities, and comprehensive special zones, regional local governments,
private businesses, and others are taking the lead in considering how to create a low carbon, recyclingoriented society. The MLIT is engaged in a wide range of fields closely tied to the economy and the lives ofcitizens. In these fields, the Ministry is providing comprehensive support for leading efforts by regions andbusinesses to create, store, and save energy in towns, residences, and transport by demonstraiting practicalcapabilities, responsive capabilities, and comprehensive capabilities.
The Ministry is also supporting the formation of advanced concepts by local governments and private
businesses for the creation of models tailored to city scales and local features, etc., in order to create, store,
and save energy in towns, residences, and transport.
●Planning supports for comprehensive support model creation for energy creation, storage and saving
in towns, residences and transport
2014

RegionSponsor(Representative
Organization)

Cosponsor

Title

Odawara City Nakazato Area Energy Network and Low Carbon
Transportation System Modeling Concept
Odawara City
- Urban development using locally generated energy, creating cities
where anyone can go out freely using environmentally-friendly
transportation Matsumoto City, Shiga Region Hilly Area Energy Creation andMatsumoto City
Storage Modeling Concept(NaganoMatsumoto City
- Using community activities led by residents of hilly areas with
Prefecture)
declining and aging populations Kansai Electric Power Co., Inc. Umekita Phase 2 District Energy Concept
Osaka City
Osaka Gas Co., Ltd.
- Creation of models of energy systems contributing to the(OsakaOsaka City
Nippon Telegraph And
implementation of the Osaka energy local generation and local
Prefecture)
Telephone West Corporation
consumption promotion plan Kobe Center Sannomiya Region Next Generation Smart Energy
Kobe City
Infrastructure Concept(HyogoKobe City- Creation of a conduit line network utilizing existing undergroundPrefecture)commercial areas Yakushima Town Energy Efficient Yakushima Town
Yakushima Clean Energy Island Concept(Kagoshima
Construction
Junior Chamber International - Discovering optimal environment sharing methods in order toPrefecture)
Institute
Yakushima
create an energy-efficient, locally circulating regional economy -Odawara City
(KanagawaPrefecture)

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

2015
Implementing
RegionSponsor(Representative
Organization)

Sapporo City
(Hokkaido)

Sapporo City

Nagai City
(Yamagata
Prefecture)

Nagai City

Hokuei Town
(Tottori
Prefecture)

Hokuei Town

Cosponsor

Title
Sapporo City Center Self-Sustaining Distributed Energy Network
Concept‒ Spreading the global word of Sapporo’s efforts to use highefficiency energy to lead the way into the future –The New Recycling-Based Community Development and Vitality
Creation Concept of Nagai City, “The Water and Rainbow Plan City”– Rebuilding an energy recycling model using community resources
and striving to firmly establish a low carbon transportation society –Concept for Achieving Town Vitalization and Carbon Emissions
Reduction by Utilizing Hokuei Town’s Community Resources– Low carbon community development using wind power, farming, andConan –
Concept for Generating, Storing, and Saving Energy in Kitsuki City,
Accelerating Convection between Urban and Hilly Areas– Achieving a recycling-based Kitsuki which people will want to livein for 100 years –“Yatsushiro City Locally Generated Energy-Based Community
Rebuilding and Transformation” Concept– Creating a new hot springs area utilizing community assets andstriving to achieve a strong, energy economy recycling community –Kitsuki City
Kitsuki City
(Oita Prefecture)
Yatsushiro
Yatsushiro City
Future(KumamotoDevelopment
Prefecture)
Council

Hinagu Onsen Ryokan
Cooperative Society
DFC Corporation

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

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

ColumnEffectiveness of car sharing in reducing environmental impact
Car sharing, in which people can use cars when they need them, without owning the cars, isgrowing in popularity worldwide. Over 840,000 people in Japan utilize in car sharing (according toMarch 2016 servey by the Eco-Mo Foundation).
In 2012 the Eco-Mo Foundation performed an evaluation of the effectiveness of car sharing at
reducing environmental impact. A survey of car sharers was carried out with the cooperation of five
major car sharing operators. The survey found a decrease of over 60% in the number of cars owned
per household after joining a car sharing scheme, a decrease of just under 40% in average annual
miles driven, and an average annual reduction in automobile CO2 emissions of 0.34t (45%). A reportcontaining detailed survey results and measures for popularizing car sharing in the future can befound on the Eco-Mo Foundation website.
●Change in average number of automobiles owned per household

0.5

0.45

N=489

0.4
0.3

0.17

0.2
0.1
0

Before car sharing

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

5,000

4,048

■ Car sharing■ Own car■ Rental car

4,000
3,000
2,000

2,563
586

3,445

1,377

1,000
0

602

600

Before car sharing

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

▲52.8%▲44.9%＋16.1%▲52.9%▲44.1%

0.6
0.4
0.2
0

Overall

Central
Tokyo

Other
Tokyo

Osaka,etc.

Other

Beforecar
sharing

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

Present

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

N=491

N=112

N=194

N=140

Kanagawa Prefecture

N=42

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

Transport sector scope<Freight transport and passenger transport>

Freight transport

Carrier ＋ freight owner

Passenger transport

Carrier

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

Freight owners

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

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

Speciﬁed carriers(555 as of the end of March 2016)

Speciﬁed freight owners

Must create and reporton energy saving plans(842 as of the end of June 2015)

Must create and reporton energy saving plans

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

Specified carrier designation status (total of 555 companies as of the end of March 2016)
Freight
RailwayNo. ofcarriers

1

Passengers

Commercial P r i v a t e
Shipping
truckstrucks282

81

32

Railway

Buses

Taxis

Shipping

26

94

25

12

Aviation

Total

2

555

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

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

Automobiles

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

Ships

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

Airplanes

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

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1 Promotion of global warming countermeasures（3）International marine and air transport sector countermeasures■Introduction of international marine transport CO2 regulations
The Kyoto Protocol does not cover carbon dioxide emissions from international marine transport. Instead,this topic is considered within the deliberation scope of the International Maritime Organization (IMO). Japan
led an international framework for reducing carbon dioxide emissions, and in July 2011 adopted a revised
convention that introduced fuel efficiency regulations that apply universally to international marine transport,
applying equally to developed and developing countries.
In order to comply with this revised convention, in 2012 the Act Relating to the Prevention of Marine
Pollution and Maritime Disasters was revised, and regulations went into effect from January 2013. In order toincrease the international competitiveness of Japan’s maritime industry, which possesses exceptional CO 2
emissions reduction and energy-saving technologies, Japan is leading the development of an internationalframework which includes phased enhancement of fuel efficiency regulations and a fuel consumption figure
reporting system. In the IMO Marine Environment Protection Committee meeting held in October 2016
(MEPC70), under Japan’s leadership, it has been decided to adopt a treaty revision which introduces a fuelconsumption amount reporting system. This system, which seeks to promote the reduction of greenhouse gas
emissions from vessels by visualizing fuel consumption for individual vessels, will apply to all vessels engaged
in international marine operation with a total tonnage of 5,000 tons or more, requiring that they report fuelconsumption amounts and other navigation data to the IMO from 2019. It has also been decided that an IMO
GHG reduction strategy, which would define future measures for reducing greenhouse gas emissions, are to
be formulated by 2018, and a roadmap has been created that sets forth the concrete work schedule for
implementing these decisions.

■International air transport sector greenhouse gas emissions reduction measures
With regards to greenhouse gas emissions reductions in the international air transport sector, theInternational Civil Aviation Organization (ICAO) has engaged in deliberations aimed at defining global reduction
targets ([1] annual fuel efficiency improvement of 2%, [2] prevention of total emissions from increasing from 2020
onwards), introducing new technologies, improving transport methods, utilizing alternative fuels, and creating a
Global Market-Based Measure (GMBM) system which utilizes market mechanisms.
held from September 27 to
October 7, 2016, and consensus
was reached regarding the
GMBM. From 2021 autonomously
participating countries will begin
implementing reductions ingreenhouse gas emissions bypurchasing emissions rights●International air transport global warming countermeasures
International
airairtransport
globalwarming
countermeasures
Internationaltransport
globalwarming
countermeasures
Past ICAO Assemblies (2010 and 2013) have decided on the following global CO2 emissions reduction targets
for international air transport, and have considered specific measures for achieving them
①Annual fuel efficiency improvement of 2%②No increase in total emissions from 2020 onwards
Methods for achieving targets① Introduction of new technologies(new models, etc.)② Air transport method improvements③ Use of biofuels④ Use of market mechanisms(Emissions trading)Without measures

Air

c
odu
Intr

Use of biofuels

Reductions throughintroduction of newtechnologies/air transport
method improvements

Reductions through useof alternative fuels andeconomic methods

Economic methods

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

2010

2020

2030

2040

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

Overview of system

be mandatory for all countries

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

except those with emissions

Period:levels below a defined threshold.

nts
me
ve
pro
d im
tho
dels
mo
me
w
rt
e
po
of n
ns
tra
tion

2020 levelbased on the system, and from2027 onwards participation will

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

CO2(Mt)The 39th ICAO Assembly was(Based on proposal built on the results of the August 26, 2016, board of directors meeting)

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

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

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

Source: MLIT (Tentative Translated by Eco-Mo Foundation)45

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

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

Japan

Host country

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

JCM Project

MRV* methodologies
will be developedby the Joint
Committee

MRV

Credits

Used to achieve Japan's
emission reduction target

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

J-Credit Scheme

Users of credits

Application for project registration
Application for certiﬁcation

CapitalLow carbon
society
implementation
plans

Promotion of
Global WarmingCountermeasures

Carbonoﬀsetting

Project
participant
Credits

Centralgovernment
Credits
Discussion

EnergySaving Act

Steering
committee

Certiﬁcationcommittee

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

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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
which began in the mid-1960s and the increase in vehicle traffic. For emissions gas measures for diesel
vehicles it is especially important to reduce the amount of emissions of nitrogen oxide (NOx), which isa cause of respiratory disorders and causes photochemical smog and acid rain, and particulate matter(PM), a carcinogen. In order to do this, the government strengthened exhaust gas regulations byenacting vehicle composition regulations and repeatedly revising road vehicle safety standards.
Furthermore, in 1992 the Automobile NOx Reduction Law (now the Automobile NOx/PM Law) was
enacted to reduce NOx and PM emissions.

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

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

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

1974 regulations 100％

Nitrogen oxide（NOX）

Particulate matter（PM） Short-term
regulations

100

1994 regulations 100％

80

1979 regulations 70％

Reduction（%）

Reduction（%）

1977 regulations 85％

1983 regulations 61％

60

1988 regulations 52％

Short-term regulations

40

1994 regulations 43％

Long-term regulations

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

New short-term regulations

20
0

1974

（S49）

Post-new long-term regulations
2016 regulations

1979

1984

1989

1994

1999

2004

3％

2009

2016

（H28）

80
60
Long-term regulations

40

1999 regulations 36％

New short-term regulations

20
0

1974

（S49）

2004 regulations
26％

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

1979

1984

1989

1994

1999

2004

4％

1％

2009

（H21）

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

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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 influx of illegal vehicles. Despite the implementation of restrictions
affecting users in areas implementing these measures, non-compliance vehicles from other areas pass throughintersections with heavy traffic, resulting in areas not meeting air quality standards. In response to thissituation, the Automobile NOx/PM Law was partially revised in 2008 to apply to users outside regulationspecified areas as well.
Furthermore, in March 2011 the Automobile NOx/PM Law enforcement and ministerial orders wererevised, extending the application of the regulations to users in order to achieve air quality standards targets
in urban areas by 2020.

Category

Automobile NOx/PM Law

Tokyo, Saitama, Chiba,
andKanagawa Prefectures

Hyogo Prefecture
Ordinance

Osaka Prefecture
Ordinance

National law

Ordinance

Ordinance

Ordinance

Regulatedmaterial

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

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

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

Prohibits driving ofvehicles which do notconform with exhauststandards

Vehiclesaffected

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

Vehiclemodelsaffected

Diesel passenger
vehicles, trucks, buses,
special purpose vehicles(not including light motor,
special vehicles, andpassenger vehicles which
use gasoline or LPG as
fuel)

Prohibits driving ofvehicles which do notconform with exhauststandards

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

Vehicles with total
weights of 8t or morewhich cannot beregistered due to theiruse being based in nonregulated areas specified
by the Automobile NOx/PM Law (for buses,
buses with capacities of
30 people or more)

Prohibits driving ofvehicles which do notconform with exhauststandards

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

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3 Environmentally friendly vehicle promotion measures (vehicle taxation reevaluation)（2）Appropriately maintained vehicle usage and appropriate fuel usage
guidance①Appropriately maintained vehicle usage

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

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

Reduction of
20% or more
and lessthan 30%

Vehicles Percent
7%
Reduction of
Measuredage

Reduction of less than 10%

27,74570%

Reduction of 10%
or more and less than 20%

6,973

17%

Reduction of 20%
or more and less than 30%

2,575

7%

Reduction of 30% or more

2,190

6%

Total

39,483

100%

10% or more
and lessthan 20%

17%

Reductionof 30%or more6%

Vehiclesmeasured
39,483(100%)

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

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

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

3E
 nvironmentally friendly vehicle promotion
measures (vehicle taxation reevaluation)
The 2017 automobile acquisition tax and light motor tax green tax provision revision and extension,and the 2018 introduction of environmental performance based tax reduction, are described on thefollowing page.
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Achieved+5%

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

+5%
50%
40%

20%

+10% Achieved +10%
Main regulations
25%*22015 fuel efficiency standard

Outside scope

Outside scope

Achieved

+20%
60%

75%

+30%

60%

80%

75%

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

Tax exempt *3
Not taxed

2020 fuel efficiency standard

40%

20%

2015 fuel efficiency standard

50%

25%

EVs, etc.
*1+30%Outside scope
Outside scope

RegisteredvehicleLight motor

75%
50% 75%

50%
25%

2020 fuel efficiency standard EVs, etc.
FY 2017 / 2015 fuel efficiency standard
FY 2018 Achieved +5% +10% +20% Achieved +10% +20% +30% *1

Current

2020 fuel efficiency standard EVs, etc.
*1
Achieved +5% +10% +20% Achieved *4 +10% +20%
Registered
Outside
scope


50%
75%
vehicleLight motor
Outside scope
25%
50% 75%

Motor vehicle
tonnage tax
Automobile
acquisition tax

FY2018Tax exempt *3
Not taxed

2020 fuel efficiency standard

80%

60%

+10% Achieved +10%

2015 fuel efficiency standard

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

FY2017

75%

50%

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

Achieved

Motor vehicle Main regulations
25%
tonnage tax*2
Automobile
acquisition tax Outside scope 20% 40%

Current

Passenger vehicles

2015 fuel efficiency standard

EVs, etc.

+5%+10% +15%

EVs, etc.
*1

Not taxed

75%*1 “EVs, etc.” refer, in the case of passenger vehicles, to electric vehicles, fuel cell vehicles, plug-in
hybrid vehicles, natural gas vehicles, and clean diesel passenger vehicles; in the case of light motor
tax green tax provisions, to electric vehicles and natural gas vehicles; and in the case of heavy
vehicles, to electric vehicles, fuel cell vehicles, plug-in hybrid vehicles, and natural gas vehicles.
*2 For new vehicle new inspections only, the main regulation rate is applied instead of the intermediarytax rate (excluding hybrid vehicles and light motors from 2017 onwards).
*3 For passenger vehicles, under the current system, vehicles which have received tax exemptions
when undergoing new vehicle new inspections will be exempted from taxes for initial and subsequent
inspections in 2017 provided that they have satisfied tax exemption requirements and achieved the+40% fuel efficiency standard for 2020, and in 2018 provided that that they have satisfied tax
exemption requirements and achieved the +50% fuel efficiency standard for 2020. For heavy
vehicles, vehicles which have received tax exemptions when undergoing new vehicle new inspections will be exempted from taxes for initial and subsequent inspections.
*4 With regard to vehicles which have achieved 2020 fuel consumption standards, the deduction will be
50% only for vehicles which have met the +20% 2015 fuel consumption standard.

EVs, etc. *1* Current system extendedfor 2 years

Tax exempt *3
Outside 
25% 50% 75%
scope
Not taxedNotachieved Achieved

2015 fuel efficiency standard

scope 40% 60% 80%Not
*1
achieved Achieved +5% +10% +15%
Outside 25% 50% 75% Tax exempt *3

FY 2017 / FY 2018 Reduction rate

Motor vehicle
tonnage tax
Automobile
acquisition tax

FY 2017 /FY 2018

Motor vehicle
tonnage tax
Automobile
acquisition tax

Current

Heavy vehicles

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

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

Green tax provision(vehicle tax)

Source: MLIT (Tentative Translated by Eco-Mo Foundation)50

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4 Creation of a recycling-oriented society

4 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 reverse 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, andimplements modal shift and transport efficiency improvement-based low carbon reverse logistics promotion
projects in order to reduce carbon emissions and costs using reverse logistics systems which utilize Recycle
Ports.

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

Designated Recycle Ports（22 ports）• Securing port facilities such as quays• Providing support for the maintenance of shipment transfer andstorage facilities, etc.（subsidized with subsidy rate of 1/3）•
Support (subsidies) for the creation of low carbon reverse
to serve as centers of wide-area circulation of recyclable resources.
logistics
systemsbased on sea transport
emented as part of Recycle Portmeasureimplementation.
Improvementof operations
toand
recyclable
resourceetc.
ays,（2）Providing support •forthe maintenanceof shipmentrelatedtransfer
storage facilities,
handling
to recyclable resource handling,（4）Promotion of coordination between the government and private• Promotion of coordination between the government and privatemotion Council, etc.）
industry（use of the Recycle Ports Promotion Council, etc.）

Recycle Port Image
Recycle Port Image
Dispatch
recycling-related
information

Tomakomai Port
Muroran Port

Aggregatedrecycling facilities

Hachinohe Portot

Port road

Recyclable
resources

Quay

Sea surface waste
disposal yard

Hachinohe Port

Recycled
articles* Recycling facilities* Large-scale green space

Kawasaki Port

Green
space

Kisarazu Port

Kobe Port
Sakai Port Himeji
PortTokuyamakudamatsu
Port

Kawasaki Port

Beneﬁtsof recycla

Mikawa Port
Mishimakawanoe
Port
Nakagusukuwan Port

Residue, etc.
Future land use

Other ports○Support for the creati
nationwide material re○Reduction of environm○Recycle cost reductionof sea transport○Vitalization of port arelocations for recycling

ofSupport
creationforof thea network[ExpectedBeneﬁts
benefits]
creation of a recycling-oriented society, reduction of environmentalof recyclable resource logistics sites
impact,reductionofrecycling
costs,and vitalization of coastal area industry○Support for the creation of a recycling-oriented society by promoting

awa Port

anoe
Nakagusukuwan Portnationwide material recycling
Source: MLIT (Tentative Translated by Eco-Mo Foundation)○Reduction of environmental impact through use of sea transport○Recycle cost reduction through recycling facility aggregation and useof sea transport○Vitalization of port area industry through promotion of use of
locations for recycling facilities

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Stor
sh

Stock

Tokyo Port

Maizuru Port

Miike Port

Port road

Kamaishi Port

Himekawa Port

Kitakyushu
Port

Quay

Green
space

Kisarazu Port

Aggregatedrecycling facilities

Muroran Port

Ube Port

Cargo handlingequipment

Tokyo Port

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

Other ports

Storageshed

Stockyard

Ishikari Bay New Port

Port

Storagefacility

Kamaishi Port

a
rt

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Systematic securing of sea surface waste disposal yards

In order to respond to the pressing problem of waste disposal, The Basic Plan for Establishing a Recycling-

Based Society puts forth the concept of building a port-centered final waste disposal is being performed ofgeneral waste which must be disposed of in landfills after appropriate recycling and waste volume reduction.
This is being performed at sea surface waste disposal yards in ports across the country, while ensuring
sufficient consistency with appropriate port development, usage, and conservation. In particular, based on
Osaka Bay Phoenix Plan, a wide area disposal yard improvement project, general waste is being accepted andprocessed for cities, towns, and villages within designated areas in the Osaka Bay area.
Soil produced by construction in the Tokyo area, which the area is having difficulty disposing of, is being
effectively used over a wide area as a construction material in ports across the country as part of the Super
Phoenix Project.
● Promotion of planned improvement of sea
surface waste disposal yards
Port dredging Soil

Waste

Tokyo Bay

Source: MLIT (Tentative Translated by Eco-Mo Foundation)（2）Creation of vehicle recycling system
Every year between 4 and 5 million used vehicles are disposed of. Landfill space is running out, making it
urgent to further increase the recycling rate, which is current roughly 80%. As of 2004, over 195,000
automobiles were improperly stored on roads, etc. each year. And over 20,000 automobiles were illegally
dumped. These have a negative impact on living environments and 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 Vehicles was enacted in January 2005.

vehicles. The aims of these efforts were the promotion of appropriate
processing of end-of-life vehicles and the prevention of illegal dumping.

As a result of these efforts the nationwide number of improperly
stored vehicles was 4,660 at the end of 2015 (a decrease of 97.6%
versus the number in 2004), and the number of illegally dumped
vehicles was 929 (a decrease of 95.9% versus the number in 2004),
succeeding in both dramatic reductions.

Automobile manufacturer / importer

tonnage tax reimbursement system was instituted for end-of-life

Used automobile

CFC
reclamation
fee
CFCs
Airbagreclamation
fee

Automobile
receiver

CFC reclaimer

Disassembler

Airbags
Shredderdust

CrusherJapan Automobile Recycling Promotion Center

Recycling fee payment

only after confirming that vehicles were disassembled as specified in
the Act on Recycling, etc. of End-of-Life Vehicles, and a motor vehicle

Recycling fee deposit

Information management centerTransport Vehicles Act mandating that vehicle registration be deleted

Final automobile
owner

Reportmanufacturers. At the same time revisions were made to the Road

Money
managementcompany

This law mandated appropriate divisions of duties between the parties ● Act on Recycling, etc. of Endof-Life Vehicles system
involved in end-of-life vehicle disposal, focusing on automobile

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

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4 Creation of a recycling-oriented society（3）FRP boat recycling
Ship recycling* is carried out primarily in developing countries such as Bangladesh and India, and repeatedinjuries and fatalities at ship recycling facilities, and the sea pollution these activities produce, have come to berecognized as major problems. In order to resolve these problems, under Japan’s leadership, organizations,especially the IMO, have engaged in discussions and adopted the “Hong Kong International Convention for the
Safe and Environmentally Sound Recycling of Ships, 2009” (tentative title) (also known as the “Ship Recycling
Convention”). This convention requires that both ships and ship recycling facilities undergo inspections andmaintain certificates, and requires the prohibition of usage of materials such as asbestos and polychlorinatedbiphenyl (PCB) in new ships.
Japan, seeking the rapid enactment of the Ship Recycling Convention, has engaged in deliberations
regarding the creation of the domestic laws and regulations needed to join the convention. For the convention
to be enacted major ship recycling countries will also need to join the convention, so Japan is also promoting
initiatives aimed at the entry of India, the world’s largest recycler of ships.
The majority of privately owned pleasure boats are made of indestructive fiber-reinforced plastic (FRP), andthere is a need for the establishment of appropriate disposal routes, so Japan has worked to establish FRP
boat recycling technologies and processing routes. As a result of these measures, in 2005 the Japan Marine
Industry Association has led nationwide FRP boat recycling activities, and currently approximately 550 boats
are appropriately recycled every year.
* Ships which have reached the end of their lifespans are disassembled and the majority of the ships’ materials are used for steel.

●FRP boat recycling system
Illegalabandonment

Storage site
Boat owner

Owner
unknown

Commissioned
transporter

Registration andsales site

Commissioned marina,
commisioned sales site

Processing andtemporarystorageMarine areaadministrator,
local government

Commissioned
transporter

Speciﬁed
receiver

Receiving, rough crushing
Intermediate processing（other than FRP）

Registeredwork site
Scrap FRP

Commissioned transporter
Sorting

Scrap FRP
intermediate
processing site

Crush
MixingCommissioned
disposal operator

Comissioned transporter

Final
disposalCommissioned
cement plant

Source: Japan Marine Industry Association FRP Boat
Recycling Center (Tentative Translated by Eco-Mo
Foundation)
Source: MLIT Chugoku District Transport Bureau

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

5M easures by local governments, companies,
citizens’ organizations, etc.
（1）Measures by local governments
Local governments are implementing global warming countermeasures, tailored to their local features,in the transport and traffic sectors. This section looks at efforts by Sendai City (population: 1,090,000),
Fujisawa City (population: 430,000), and Kanazawa City (population: 470,000).

■Sendai City – Subway-focused community development –In preparation for the opening of the Tozai Subway Line (on December 6, 2015), Sendai City implemented varioustransport environmental measures, both physical and systematic, under the “Sendai Urban Transport Plan.”
Major activities included a restructuring of the city’s bus network, integrating with its rail network. This
included the holding of roughly 60 explanatory meetings with members of the community regarding the creationof the feeder routes, carrying out measures while gaining the understanding of transportation users. The
functions of transportation nodes, such as station-front plazas, park-and-ride parking lots, and bicycle parking
lots, have been enhanced, and “Datebike” community bicycles are used to help support transportation at network
terminus points. Furthermore, ongoing mobility management is being used to promote the usage of public
transportation under the "Sendai Smart” mobility management plan, aimed at diverse users such as companies,
new residents, university students, and elementary school students.
These diverse traffic environment measures are positioned as part of comprehensive transport-based
community development and being carried on from a medium- and long-term perspective.
●Sendai City’s Tozai Subway Line

Source: Sendai City

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

■Fujisawa City – Bus-focused community development –In 1999 Shonandai Station in Fujisawa City became a connecting point for three rail lines, and the sudden

increase in rail users caused the Shonandai Station West Exit Plaza to reach its saturation point. Improving
its traffic functions has been a critical issue in Fujisawa City’s transport plans.
In order to resolve this problem, various related parties, such as the MLIT and Kanagawa Chuo Kotsu Co.,
Ltd. engaged in mutual deliberations, and in March 2005 launched regular bus operations in a public
transportation system which combines articulated busses and ITS.
This was the first case in Japan of deploying step-free, Barrier-Free Transportation Act-compliant
articulated busses. These busses have roughly twice the transportation capacity as conventional large busses,
and operate between Shonandai Station and the Keio University Shonan Fujisawa Campus.
Based on the results produced by the introduction of these articulated busses, Fujisawa City and Kanagawa
Chuo Kotsu Co., Ltd. are working on a project to deploy them in other new areas as well.

Source: Fujisawa City• Primarily providing transport between two end points, 3.5 km apart, primarily servicing
Keio University.
• Introduction of PTPS (Public Transportation Priority System) that takes speedy transport
into consideration• Innovative boarding and exiting measures (simplified ticket gate)
Keio University

1.6

Minamidaisen

1.9

Shonandai Station
West Exit

Keisatsucho Mae

HiroyaKogyo Danchi
IriguchiEndo

Engyokaminiwa

3.5

Fare collection via simplified ticket gate
Source: Fujisawa City (Tentative Translated by Eco-Mo Foundation)55

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Kanazawa City – Walkable town development (pedestrians and bicycles) –Kanazawa City is implementing walkable town development. Walkable town development agreements havebeen entered with six of the city’s districts, contributing to the creation of pedestrian-friendly environments
through transportation restrictions such as preventing access by personally-owned vehicles.

◎Kanazawa Station
July 2011 - Hosai District

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

August 2008 - Nagamachi
Buke Yashiki District

July 2006 - Kazuemachi District

October 2005 - Tatemachi
Shopping Area District

October 2009 Zaimokucho District

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

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

21 cycle port locations◎Kanazawa Station

Located at train stations,major sightseeing spots,
and public facilities◎

Kanazawa
CastleSource: Kanazawa City (Tentative Translated by Eco-Mo Foundation)

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

（2）Measures by companies in the transport sector①Aviation companies

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

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

CO2 emission basic unit index

Achievement: Reduce energy consumption base units in 2015 by 16% in comparison to 2005

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

Contents of measures:
・Introduce new high fuel efficiency airplanes
・Using area navigation etc, a high-precision navigation method, to reduce flight distances and times
・Reduce weight of loaded articles (reduce weights of cargo containers and in-flight meal facilities, optimize
amounts of fuel and drinking water)
・Recover engine performance and improve fuel efficiency by cleaning engines
・Working with related parties to identify issues involved in introducing alternative fuels such as biojet fuel,and considering measures for resolving these issues○Support for the creation of a recycling-oriented society
Target: Lower industrial waste final disposal rate to 3.6% or below for 2015
Achievement: Industrial waste final disposal rate in 2015 was 3.5%
Contents of measures: Promote garbage separation and reclamation, promote reuse and recycling,and select waste processing companies with resource recycling technologies, etc.
○Environmental awareness raising activities
・Close window shades when parked to prevent temperatures inside airplanes from rising (make inflight announcements requesting that passengers lower the window shades when leaving theplane, reducing the amount by which the interior of the airplane warms up while the airplane isparked, shortening air conditioner usage times and thereby reducing CO2 emissions)・Offer eco-tours, teaching tour participants about the environment
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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector②Railway companies

The Association of Japanese Private Railways, an association of railway operators in Japan, has formulated“Commitment to a Low Cabon Society” and carried out the following principal measures as part of this plan.
Target: Reduce power usage base units in 2020 by 5.7% in comparison to 2010
Reduce power usage base units in 2030 by over 5.7% in comparison to 2010
Contents of primary measures:○Introduction of energy saving cars
Energy saving trains such as VVVF controlled trains, which consume less power, and regenerative brakeequipped trains, which efficiently use power, are being introduced.
(as of March 31, 2016)●Rates of introduction of energy saving cars by 16 major private rail companies

No. of cars owned

Control method

Cars with regenerative brakes
Cars without regenerative brakes

Number of reduced weight cars

VVVF control

11,077 cars*

9,862 cars

Chopper control

2,709 cars*

1,427 cars

Resistance control, other623 cars*

234 cars

Resistance control, other

2,663 cars

318 cars*

17,072 cars (A)11,841 cars

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

14,727 cars (B)(total of cars indicated with a *)Share of energy saving cars

86.3％（B/A）

Note 1: As a general rule, only commercially used cars are included (funicular lines and new transportation lines are
not included)Note 2: “Reduced weight cars” are cars made with stainless steel or aluminum.
Source: The Association of Japanese Private Railways (Tentative Translated by Eco-Mo Foundation)○ Usage of energy saving systems (regenerative brakes,

Power generated
by braking

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

Reducednoise trains

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

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

Wind power
generation

Solar power
generation

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

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

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.

■Japan Trucking Association

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

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

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector■Nihon Bus Association- Bus business “Commitment to a Low Carbon Society” Target:○Cut CO2 emission intensity in 2020 by 6% in comparison to 2010.
○Promote shift from use of private vehicles to buses.
Specific activity contents:○CO2 emission rates reduction measures
・Nationwide promotion of eco-driving
Member companies are striving to ensure drivers thoroughly engage in eco-driving, such as by stopping
their engines when idle, and avoiding quick acceleration and quick braking. During Eco-Driving Promotion
Month, of which the Nihon Bus Association is a leading advocate, the association takes even more intensive
measures, such as carrying out checks of eco-driving implementation. The association is also actively
equipping buses with devices which contribute to eco-driving, such as start-stop (idling-stop) devices anddigital drive recording devices.
・Promotion of introduction of high fuel efficiency buses
When purchasing new vehicles, national, local government, and Nihon Bus Association subsidy systems
are used to actively strive to deploy hybrid buses and high fuel efficiency buses.
・Enforcement of detailed inspections and maintenance which help maintain fuel efficiency performance
The association strives to maintain fuel efficiency performance by establishing voluntary inspection
standards, as necessary, for the vehicle components which affect fuel efficiency (tires, air cleaners, airconditioners, etc.).

○Measures for promoting shifting from use of private vehicles to buses
・Bus usage promotion
The association is implementing the following measures in order to improve omnibus convenience andpromote bus usage.
◇Popularization of non-step buses and pleasant, comfortable buses◇Promotion of installation and improvement of shared card systems and IC card systems◇Popularization of information systems such as bus location systems◇Popularization of environmental bus passes, etc.
◇Active participation in regional measures such as Park & Bus Ride and omnibus town systems◇Deployment and expansion of high grade bus stops, legible bus route information, etc.
・Driving environment improvement◇Issuing of requests to related organizations whenever possible regarding the creation of bus-only andbus-priority lanes, bus-prioritizing traffic signals, the removal of illegally parked vehicles in streets usedby buses, etc.
◇Utilization of various subsidization systems to deploy and improve systems for improving bus driving
environments through the use of ITS such as PTPS.
The Nihon Bus Association gathers information and considers various potential measures, led by its“Environmental Measure Council”, which promotes the implementation plan described above.

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

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

■Japan Federation of Hire-Taxi Associations- Hire-taxi industry “Commitment to a Low Carbon Society” (voluntary action plan) Target level:○2020 target (total volume of emissions target)
Reduce CO2 emissions by 20% in comparison to 2010.
○2030 target (total volume of emissions target)
Reduce CO2 emissions by 25% in comparison to 2010.
Basis used to establish targets:○2020 target
30% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
○2030 target
40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles. CO2 emissions will be
reduced by reducing fuel consumption through demand and supply optimization.
Specific plans:○Global warming countermeasures
In order to achieve hire-taxi industry target levels, the following countermeasures will be promoted andthe federation will coordinate and collaborate with national and local governments as necessary.
・Switchover to environmentally friendly taxi vehicles◇By 2020 30%,by 2030 40% of taxis will consist of HVs, EVs, or other environmentally friendly vehicles,
and the association will encourage automobile manufacturers to speedily launch HV vehicles which use
LP gas.
･Optimization of the number of taxi vehicles◇ Based on the “Act on Special Measures Concerning the Rectiﬁcation and Vitalization of the General
Passenger Vehicle Transportation Business in Specific Regions”, revised in November 2013, thefederation is promoting the elimination and suspension of vehicles in order to eliminate excess supply.
･Taxi usage promotion◇The federation is promoting universal driver training and cultivating high quality drivers.
◇The federation is striving to improve user convenience and promote taxi usage by improving taxi stands
and promoting the deployment of advanced technologies such as smartphone-based technologies.
◇The federation is working to expand shared taxi use and reduce the amount of private vehicle usage.
･Enrichment of and PR for sightseeing taxis◇The federation is striving to enrich and engage in PR for sightseeing taxis in order to reduce the usageof private vehicles on freeways and at destinations, cut exhaust gas emissions, mitigate traﬃc congestionand parking space shortages, and reduce the number of traffic accidents.
◇ Multilingual audio translation system and foreign language sheets which can be used by pointing at
phrases are being prepared and supplied in order to enable taxi drivers to accommodate foreign
passengers.
･Improvement of operation eﬃciency◇ The federation is promoting the use of GPS-AVM-based taxi assignment systems and advanced
technologies such as smartphone-based technologies in order to improve operation eﬃciency and reduce
exhaust gas emissions.
◇Requests are being issued to related organizations to establish and improve taxi pools in order to reduce
the amount of unoccupied taxi operation.
･Eco-driving
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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector◇The federation is working to ensure thorough stopping of engines when vehicles are stopped, preventionof excess vehicle cooling and heating, and prevention of quick acceleration and braking.
◇Engines are to be stopped when drivers are taking rests, naps, and washing vehicles.
◇ Green management is being promoted through measures such as expanding the number of operatorswith green management certification.
◇The federation is promoting the stopping of engines when vehicles are stopped and the deployment of
EMS (digital tachographs) in order to support eco-driving.
･Office and business site measures◇ Air conditioner thermostats in offices and business site are set to 28 degrees or higher during thesummer and 20 degrees or lower during the winter.
◇Training regarding environmental measures and fuel efficiency improvements are provided to mechanics
and drivers through maintenance managers and driving managers.
･Improvement of environmental issue related implementation systems◇Environmental measure related policies such as carbon oﬀset policies are considered by committees suchas technical and environmental committees.
･PR regarding global warming countermeasures◇The federation will use websites, posters, stickers applied to taxis, and other means to publicize the taxi
industry’s efforts to reduce CO2 emissions and increase awareness among the general public regarding
the prevention of global warming.
○Creation of a recycling-oriented economic society
Disposable economic society will be reevaluated from the position of effective resource utilization, and hiretaxi operators will do their utmost to achieve the following, in order to systematically reduce waste
production, and to recycle resources.
･ELVs will be processed appropriately in accordance with the Act on Recycling, etc. of End-of-Life
Vehicles.
･End-of-life tires, etc. will be appropriately processed as industrial waste.
･Recycling will be promoted through measures such as the proactive purchasing of recycled products.

④Warehouse operators

The Japan Association of Refrigerated Warehouses is continuing its eﬀorts to reduce CO2 emissions andenergy usage in 2016 as well, through measures such as: ① promoting the introduction of energy saving
devices through active use of the assistance project for energy usage rationalization operators (subsidizing 1/3
of project costs) and the popularization promotion project for energy saving natural cooling devices using
advanced technologies (subsidizing 1/2 of project costs), ② carrying out energy usage fact-ﬁnding studies andcoolant studies to collect basic data related to CO2 emissions reductions, and ③ promoting the acquisition ofgreen management certifications (subsidizing part of the cost of acquiring new green management
certiﬁcations).

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

■Measures by companies: Japan Logistic Systems Corp.

Japan Logistic Systems Corp.’s main business is truck transport, but it also engages in a diverse range ofbusinesses, such as freight handling and distribution center operation and storage and real estate asset
business. It is extremely active in its environmental activities, in which it uses both physical and systematic
approaches. These activities include the acquisition of Green Management Certification at over half of its
Japanese sites and its promotion of ISO14001 certification efforts.
<Practicing logistics that is friendly to both people and the Earth>“Japan Logistic Systems will practice logistics that is friendly
to people and to the Earth” -- Our Environmental Policy asa logistics operator represents our dedication to sincerely●Posting clear information on the contentsof environmental activities in order tofoster shared environmental awarenesstackling environmental issues as part of our providing soundlogistics. Under this policy we strive every day to make further
improvements, and have introduced third-party certification
systems as a measure for realizing our environment activities.
In addition to the Green Management Certification obtained in
our main business sectors, the truck transport business sector
and center operation (warehouse) business sector, we have also
obtained ISO14001 certification, and our entire company is working as one in our environmental efforts.
<Sharing environment awareness through environmental visualization boards and education>
We have installed environmental visualization boards in our headquarters, which we use to post recommended
environmental management activity techniques (air conditioner handling, lighting management, copy paper
management, green procurement, 4R, modal shifting) and their results, fostering a shared environmental awarenessamong all employees.
We also include environmental curricula within annual employee training schedules at each business site, providing
all employees with education focused on environmental laws and waste disposal. In addition to the textbook-based
education provided in accordance with ISO14001 regulations, we also use DVDs and other materials to offer easy-tounderstand education focused on environmental conservation.
<Introduction of power demand equipment>
Thorough management of electric power usage, a major source of CO2 production, is critical for warehouse operations.
Due in part to the increased focus on energy usage reductions since the Great East Japan Earthquake, devices forcontrolling power demand (peak demand) has been installed in the company’s business sites. These devices makeit possible to see power usage amounts at a glance, enabling the daily management and control of usage conditions
and reduction of peak power usage, helping save electricity. Energy Saving Act restrictions apply to us as a business
operator, so we are also enhancing these measures from a compliance perspective. Power demand devices have been
deployed in our headquarters as well. Thanks to our day-to-day power usage management efforts, we have succeededin reducing our electricity costs by roughly 20%.
<Devices which draw large amounts of power are carefully managed>
Main and deputy managers are appointed at each business site to manage equipment, such as air conditioners or
lights, which draws large amounts of power. These managers responsibly and closely manage equipment in order toreduce power consumption.

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector① Efficient air conditioner operation
Air conditioners account for the greatest percentage of our power consumption. Large business sites have as
many as 100 air conditioners, and at some sites air conditioners account for over half of the power used. Efficient air
conditioner operation is therefore directly linked to power savings. We eliminate the wasting of power by regularly
cleaning air conditioner filters, washing them with water once per year, and preventing decreased performance due toclogging. In order to ensure that this is performed smoothly, air conditioner managers closely manage air conditioners,
checking that each is thoroughly cleaned and used within the prescribed temperature ranges. Cleaning dates and room
temperature ranges are clearly indicated on control panels, ensuring that everyone is aware of when the next cleaning
will be performed.
② Lighting is also a major consumer of power
Large warehouses can use up to 10,000 fluorescent● Green management board containing training
information and activity reports

lights. These consume large amounts of power, but
measures can be implemented to achieve major powersavings.
We are gradually switching over to LED lighting,cutting power usage from a hardware approach. We also
strictly require lights to be turned off during break times
and when not required for work, and lighting managers
perform timely inspections to check that these rules
are being observed. At one work site, only two of the
30 lights were on. When asked if this interfered withwork, employees responded, “It’s no problem at all.” Thismentality has spread to employees in other sites, which we see as a positive trend.
Green management boards posted at sites present the results and interim reports of measures such as these, as
well as training contents for employees. Posting information which has already been conveyed enables employees toreaffirm it. Presenting the results of day-to-day efforts is also important for ensuring that these efforts are maintained
and further improved. We carry out our environmental activities while always striving to visualize information.
<4R promotion, solar power generation usage, and other diverse environmental activities>
Warehousing produces a large amount of used materials. These include paper, cardboard, plastic, and plastic wrap.
In the past, we had an industrial waste contractor dispose of this waste.
However, with our increased focus on the four Rs (refusing, reducing, reusing, and recycling) in our environmental
activities, we decided to take the lead in reusing whatever material was possible to reuse.
Warehouses produce an especially large amount of plastic wrap, which is used to secure cargo. We have installed
compressors to compact this plastic wrap, which is then recycled. Paper and cardboard is similarly prepared and thenrecycled. We make up to several million yen each year from the sale of these recyclable materials.
Last year we also installed solar panels on the roofs of our warehouses and began selling generated power.
The 100 m x 50 m panels have a generating capacity of up to 500 kWh. We generate power in addition to judiciously
using it as part of our environmental activities.
All of the employees of Japan Logistic Systems will continue to actively implement measures such as this, satisfying
our corporate social responsibility as a logistics company and further “practicing logistics that is friendly to bothpeople and the Earth,” in accordance with our environmental policy.

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5 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 transportation. In order to create a shift from the use of private cars to public
transportation, Car-free Day are taking place.
Every year cities around the world take part in Mobility Week (September 16 to September 22), initiatives inwhich residents refrain from using their own personal vehicles in central city areas and consider the issues oftraffic and its effects on the environment, and urban life and how to best use vehicles. These transportation
measures and events, which began in Europe, have spread to roughly 2,000 cities around the world, linked by acommon objective and working at the same time in a global environmental and transportation event. In 2016 11
cities in Japan participated. (Sendai City, Saitama City, Yokohama City, Zushi City, Matsumoto City, Fukui City,
Toyohashi City, Kyoto City, Osaka City, Takamatsu City, Naha City)
During Mobility Week & Car-Free Day 2016, Car-Free Day Japan selected and announced winners of awards
such as the Town Planning Contribution Award, Event Project Award, and Citizens’ Appeal Award as part of the“Mobility Week & Car-Free Day Japan Awards 2016” (Chief judge: University of Tokyo Professor Emeritus
Katsutoshi Ohta) in order to provide city residents with opportunities to consider mobility related problems and tocontribute to the development of new urban transportation policies.
●2016 Mobility Week & Car-Free Day Japan Awards main award results
Award
Town Planning Contribution Award
Event Project Award
Citizens’ Appeal Award

Recipient
Kyoto Car-Free Day Planning Committee
Matsumoto City No My Car Day Promotion Residents’ Council
Naha Mobility Week & Car-Free Day Planning Committee
not applicable

The Denki Unazuki Project Planning Committee was established in July 2009, and with the cooperation ofcommunity residents, it has carried out activities aimed at creating a natural energy public transport systemthat exists in harmony with the rich natural environment though measures such as small hydroelectric
generation, with the aim of achieving local consumption of locally produced energy. In July 2013 the unincorporated
association became the Association of Denki Unazuki Project.
At the Unazuki Hot Spring, it introduced a

The Denki Unazuki Project’s activities!

public transportation project using renewableenergy such as small hydroelectric generationand EV busses (eCOM-8 low-speed eight

Travel to hidden
hot springs using
electric vehicles

wheel electric community vehicles, known as

Park and rideto the hot spring
district“EMU”). The Association is working to
attract tourists to Unazuki Hot Spring, which
has flourished as an advanced eco-hot spring
resort as the result of this power development,
and to promote autonomous community

Electric vehicle
rentaldevelopment from the perspective of local
consumption of locally produced energy.

The hot spring district isan electric vehicle zone

Energy is provided
by small hydroelectric
generation

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

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

ColumnNationwide Bus Map Summit(Bus map creation initiative by residents)
The Nationwide Bus Map Summit is held roughly once a year by the Nationwide Bus Map Summit Planning
Committee, which is composed of citizens’ organizations and other bus map creating organizations.
Approximately 100 people from across Japan participate in each summit, sharing the map creation expertiseof citizens, not transport operators or administrative authorities, and engaging in passionate discussions about
the future of public transportation.
●List of citizen’s organizations in the Nationwide Bus Map Summit Planning Commitee
RegionName

Bus Map, etc.

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

Hirosaki

H・O・T Managers“Hotto” informational magazine

Community Development Policy
SendaiForum
YUKAI. (3-chome)
Tokyo (Metropolitan Area)
RACUMobi
Niigata Environment andNiigataTransportation Research Society
ROBA (Railway, Omnibus, Bicycle &Fukui
Walk Machizukuri Association)
Public Transportation Usage
3 Tokai Prefectures (Aichi, Gifu, Mie)
Promotion Network
Wakayama City Planning Council
Wakayama- Wakayama Komachi

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

MatsueProject UIOkayamaRail transport system Amenity
Community Design Association(RACDA)

Hiroshima

Hiroshima BRT Research Society

Bus Supermap

Takamatsu

Grutto Takamatsu Public
Transportation Development Group

Ittenmai Takamatsu City Bus Map

Okinawa

Bus Map Okinawa

Bus Map Okinawa

Bokke Convenient Bus Map
Nonbe Convenient Map

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

Reverse side (English) →Source: Wakayama City Planning Council — Wakayama Komachi

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

（4）Measures by the Eco-Mo Foundation①Implementation of the transport business Green Management (low environmental
impact business management) Certification System
The Green Management Certification System, which objectively certifies the efforts of companies to makeenvironmental improvements, strives to encourage companies to engage in environmental efforts, andcontributes to reductions in the environmental impact of industry by fostering understanding and cooperation
between certified companies, society, and users. The system, with the Eco-Mo Foundation as its certifying
body, certifies and register transport operators whose environmental activities meet or exceed levels definedin the Green Management Promotion Manual*. The system was launched for the truck industry in October
2003, for the bus and taxi industry in April 2004, and for the passenger ship, coastal shipping, port transport,
and warehouse industries in July 2005. As of the end of 2016 there are 3,621 certified businesses and 7,119
certified business sites. These are indicated as “Environmentally-friendly transport operators” on the Eco-Mo
Foundation website, and each month press releases are issued to newspaper companies containing newly
certified businesses. Vehicles owned by certified truck, bus, and taxi operators account for between 12.2% and16.1% of the vehicles owned by companies within Japan.
※ The Green Management Promotion Manual contains specific measures for individual environmental
conservation items, based on the concepts of ISO14031 (an international standard for environmental
performance evaluation). They make it easy to establish targets and carry out evaluations, which in turnmake it easy to implement environmental management on an ongoing basis.
●Number of vehicles owned
Certified Companies asof December 31, 2016

Companies
Nationwide

Percentage
Owned byCertifiedCompanies

Notes(Note 1): Number of vehicles owned as of the end of March 2015. This

Trucks150,673

1,231,758(Note 1)includes the number of commercial trucks (excluding trailers)

12.2%

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

Buses

17,750Taxis

32,935111,344(Note 2)
204,190(Note 3)

15.9%
16.1%

(Note 2): Number of vehicles owned as of the end of March 2015. Basedon the “Transportation Statistics Collection” (MLIT).
(Note 3): Number of corporate taxis owned as of the end of March 2015.
Based on information on the Japan Federation of Hire-Taxi
Associations website

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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
April 2006) is the selection of environmentally-friendly freight carriers (carriers who have obtained ISO14001
or green management certifications).
○Addition of transportation and delivery, chartered buses, and taxis to the procurement items specified in
the Act on Promoting Green Purchasing
The 2007 basic policy on the Act on Promoting Green Purchasing (Act on Promotion of Procurement of
Eco-Friendly Goods and Services by the State and Other Entities) was approved by the Cabinet on February
2, 2007. It added【transportation and delivery】※ to the list of specified procurement items. The 2008 basic
policy was approved by the Cabinet on February 5, 2008, and added【chartered buses and taxis】to the list.
The decision criteria are the “neutral evaluation by a third party” of measures such as “implementing
measures for promoting eco-driving”. In general, this corresponds with green management certified
companies.
※Transportation and delivery operations within green procurement scope: Domestic correspondence, parcel
delivery, parcel post, mail express○ Express inclusion in the “Guidelines for the Selection and Use of Chartered Buses in Order to Ensure
Transportation Safety”【Published: June 29, 2012】
The MLIT has formulated and issued guidelines which clearly explain the key points involved when travelcompanies, local governments, educational institutions, etc. select and use chartered bus operators.
These guidelines clearly specify “green management certification” as one of the “evaluation items andevaluation elements involved in comprehensive evaluation” indicated in the guidelines’ “key points regarding
the selection of chartered bus operators” and “key points regarding bidding, etc., for chartered bus
procurement”.
○Express inclusion in the “Community Bus Deployment Guidelines” as specified in the notice regarding therevision of the Road Transportation Act【Notice: MLIT Notice 633, April 10, 2013 “Concerning the Approach of the MLIT to Regional Public
Transportation Councils”】
The notice clearly states that the perspective of “environmentally consciousness” is to be included by cities,
towns, or villages, etc. when selecting community bus operators, and specifies “acquisition of Eco-Mo
Foundation Green Management Certification or ISO14001 certification” as a means of evaluating thisenvironmental consciousness.
○Relaxation requirements for natural gas vehicle and hybrid vehicle deployment subsidy systems
In order to promote the greater use of low-emission vehicles, the MLIT provides systems for partial
subsidization of the difference in prices between low-emission vehicles and standard vehicles. Subsidy
requirements such as fleet size limitations are relaxed for truck transport operators who have received theGreen Management Certification.
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5 Measures by local governments, companies, citizens’ organizations, etc.

○Certiﬁcation acquisition subsidy systems
Local governments:
9 organizations (Chuo-ku, Tokyo; Katsushika-ku, Tokyo; Sumida-ku, Tokyo; Shinjuku-ku, Tokyo; Yokohama
City, Kanagawa Prefecture; Shiojiri City, Nagano Prefecture; Ina City, Nagano Prefecture; Kameyama City,
Mie Prefecture; Fukuyama City, Hiroshima Prefecture, other local governments)
Industry groups:
Japan Association of Refrigerated Warehouses and 38 prefectural Trucking Association(Hokkaido, Aomori Prefecture, Iwate Prefecture, Akita Prefecture, Fukushima Prefecture, Ibaraki
Prefecture, Tochigi Prefecture, Gunma Prefecture, Saitama Prefecture, Chiba Prefecture, Tokyo Metropolis,
Kanagawa Prefecture, Niigata Prefecture, Yamanashi Prefecture, Nagano Prefecture, Fukui Prefecture, Gifu
Prefecture, Shizuoka Prefecture, Aichi Prefecture, Mie Prefecture, Shiga Prefecture, Osaka Prefecture,
Hyogo Prefecture, Nara Prefecture, Wakayama Prefecture, Tottori Prefecture, Okayama Prefecture,
Hiroshima Prefecture, Tokushima Prefecture, Kagawa Prefecture, Ehime Prefecture, Kochi Prefecture,
Fukuoka Prefecture, Nagasaki Prefecture, Kumamoto Prefecture, Oita Prefecture, Miyazaki Prefecture,
Kagoshima Prefecture)②Implementation of the Excellent Eco-Commuting Business Establishment
Certification System

The Excellent Eco-Commuting Business Establishment Certiﬁcation System has been implemented sinceJune 2009 to certify business establishment which actively promote eco-commuting, widely sharing
information on their eﬀorts in order to promote greater adoption of eco-commuting.
The Conference on Promotion of Public Transportation, consist of various transport operator organizations,
economic organizations, related government bureaus, and other organizations, acts as its certiﬁcation body.
The MLIT and the Eco-Mo Foundation jointly operate the certiﬁcation system as the secretariat. By the endof December 2016 649 business sites have been certiﬁed.
Certiﬁed business sites implementing best measures may also be recommended for MLIT awards. In 2016
Bridgestone Corporation and Kochi Prefecture was selected as the winner of the “2016 Minister’s Award for
Excellent Business Implementing Traﬃc-Related Environmental Conservation Eﬀorts”●Measures implemented by Bridgestone Corporation and Kochi Prefecture

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector③Promotion of eco-driving
The Eco-Mo Foundation acts as the secretariat of the Eco-Drive Promotion Implementation Council (consistof 16 transport related organizations), established based on the results of the “COP3 to the UNFCCC” held in
Kyoto in 1997. It also carried out various unique eco-driving promotion activities. Since April 2007 it has offered
truck eco-driving training certification, and then passenger vehicle eco-driving training from September 2008,
and presents students who have successfully completed training at certified organizations with completion
certificates.
Since 2011 it has also held the “Eco-Drive Activity Contest” with the support of the Eco-Drive Promotion
Liaison Committee (consist of the NPA, METI, MLIT, and MOE) and the Eco-Drive Promotion Implementation
Council. Since 2014 Minister of Land, Infrastructure, Transport and Tourism Award (transportation businesscategory) and Minister of the Environment Award (general category) have been conferred, and the award
ceremony for top winners was held as part of the “2016 Eco-Drive Symposium” on November 18.

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

Passenger vehicle

40,000Truck
20,000
0

2007

2008

2009

2010

2011

2012

●2016 Eco-Drive Activity Contest award ceremony

2013

2014

2015

●Contest leaflet

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

④Promotion of Environmentally Sustainable Transport (EST)The OECD has proposed Environmentally Sustainable Transport (EST) (see page 39), and organizations such
as Japan’s MLIT have implemented EST model projects. In order to achieve greater use of EST by local
governments and transport operators, since 2006 the Eco-Mo Foundation has worked with academic experts,
related groups, EST related ministries and agencies, and other organizations to promote EST.
In 2016 the Eco-Mo Foundation collaborated with the Regional Transport Bureau in holding workshops for
local governments and transport operators (EST Emergence Seminars) in Sapporo City, Kurobe City, andMatsue City. In addition to these workshops, tours and review sessions were also held as part of a three day
personnel development training session (the 6th such session) in Sendai City. The 8th EST transport Environment
Awards, recognizing exceptional regional transport environment efforts, were also held. In 2016 Kanazawa City
received the MLIT’s Minister Award, and Kintetsu Group Holdings received the MOE’s Minister Award. The
awards ceremony was held as a part of the 10th EST Promotion Forum, a symposium, in Tokyo, and the awards
were also publicized on the EST portal site (http://www.estfukyu.jp/), email newsletters, and Twitter (https://twitter.com/#!/officeEST).

●8th EST Traffic Environment Award results
Award

Recipient

Name of Main Project

Grand Prize[Minister of Land, Infrastructure, Transport
and Tourism Award]
Community Development through Transportation○Kanazawa City

Grand Prize[Minister of the Environment Award]○Kintetsu Group Holdings Co., Ltd.

Comprehensive
Environmental
Activities
Leveraging Coordination within the KintetsuGroup

Outstanding
PerformanceAward○Matsue City Public Transportation Usage
Promotion Citizens’ Council“Great Bargain Bus Usage Project” “Matsue City
Leave Your Car at Home Week,” etc.

Incentive Award○Association of Denki Unazuki ProjectCommunity transportation development throughthe operation of low-speed electric busses in
Unazuki Hot Springs

Incentive Award○Himeshima Ecotourism Promotion Council

New mobility adoption promotion research andcommercialization

Incentive Award○Earth Life Network

Fujinokuni “Eco deconsortium project●Kanazawa City’s Kanazawa Loop Bus

Safety”drive

promotion●Kintetsu Railway’s “Blue Symphony”
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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑤Promotion of mobility management education (transport environment education)
In order to promote transport environment education, the Eco-Mo Foundation
provides support to local governments and elementary and junior high schools,
creates centers for ongoing education, publishes educational manifestos to serve as
guidelines, publishes textbooks, and engages in other education promotion activities.
In 2015, case examples were added to the guidebook containing the curricula usedin supporting municipality and school education as reference information for future
efforts by educators. A digest version was also created in order to further promote
this education.
From 2016 the educational support has been offered to the local governments of
Obihiro City, Fujisawa City, and Kyoto City.
Guidebook digest version<Measures by supported local governments>
Obihiro City:

Alongside the workshops provided in the past, new programs tied to coursework and easy for educators to
implement have been finalized. On January 27, a forum was held to promote the programs to educators. The
forum was attended by many participants, including members of nearby local governments.
Fujisawa City:
The programs considered in the period up to last year were improved, and new educational materials, suchas materials which are linked to health and physical education, were created and used.
Kyoto City:At the three model schools programs tailored to local features were deliberated on and implemented, andmethods for promoting these programs were considered.

Fujisawa City

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

Support for schools has been provided to the following nine schools. And various measures are being
implemented such as nearly practiced in health and physical education.
●Names of supported schools and educational themes
Name of School

Theme

Subject

One Elementary School, Hadano City,
Kanagawa Prefecture

Traffic streamlining education ‒ Smart car usage ‒the Period for Integrated Stiudies

The University of Tokyo Secondary School
Attached to the Faculty of Education

Considering accessible design in familiar public
transportation

the Period for Integrated Stiudies

Honcho Elementary School, Hadano City,
Kanagawa Prefecture

Health mobility management
physical activity meters

Physical education

Oshio Elementary School, Echizen City,
Fukui Prefecture‒ JR Hokuriku Line Oshio Station junior stationmaster ‒“Poppoya Project”

the Period for Integrated Stiudies

Atago Elementary School, Okazaki City,
Aichi Prefecture

Town exploration using local public transportation

Life Environment Studies

Kawada Elementary School, Sabae City,
Fukui Prefecture

Saving lives with homemade Safety Boy

the Period for Integrated Stiudies

Kotobukikita Elementary School, Kanoya
City, Kagoshima Prefecture

Let’s learn about our city

the Period for Integrated Stiudies

Nagano School for the Blind , Nagano
Prefecture

Let’s travel home by bus and train

the Period for Integrated Stiudies,social studies, independence
studies

Kodaira 12th Elementary School, KodairaCity, Tokyo“Our Kodaira City” ‒ Let’s think about our local
transportation ‒Social studies

educationusing

In order to further promote these measures, the 1st Mobility Management Education Promotion Seminar(JCOMM Seminar 2016 in Hiroshima) was held on March 7, 2016 in Hiroshima City. The seminar introduced
the active efforts of Toyama City and Kawanishi City, and during the panel discussion participants shared
opinions aimed at further promoting activities.

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑥Eco-Products 2016 Exhibition

The Eco-Products Exhibition, held annually since 1999 in order to promote environmentally-friendly

products and services, is a comprehensive environmental exhibition held at Tokyo Big Sight. It is one of thelargest-scale exhibitions in Japan, attended by business persons, members of the government, and general
consumers.
The Eco-Mo Foundation has operated booths at the exhibition featuring videos and panels explaining thecurrent state of the global warming issues related to the transport sector, global warming countermeasures,and the activities of the foundation.
(Eco-Products 2016 data: Exhibitors: 705 companies and organizations. Visitors: Approx. 170,000. Eco-Mo
Foundation booth visitors: Approx. 4,500)⑦13th Eco-Products Awards

The Eco-Products Awards are held by the Eco-Products Awards Promotion Council (consist of Global

Environmental Forum, Japan Environmental Management Association for Industry, Eco-Mo Foundation, andJapan Organics Recycling Association). It was established in order to encourage the spread of eco-friendly
products by awarding excellent products and services which reduced environmental load.
In 2016 Takenaka Corporation won the product category Minister of Land, Infrastructure, Transport andTourism Award for its Wood-based, rapid, low-CO 2 seismic reinforcement technology. The winners were
presented with their awards at the Eco-Products 2016 Exhibition, held in December.
●13th Minister of Land, Infrastructure, Transport and Tourism Award
Wood-based, rapid, low-CO2 seismic reinforcement technology

Earthquake-resistant wall

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

⑧Promotion of usage of carbon offsets in the transportation and tourism sectors

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

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

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Ⅲ．Measures in Response to Major Environmental Problems of the Transport Sector⑨Use of electric compact low-speed vehicles within communities and sightseeingareas

The waning of public transportation in provincial regions of Japan has produced a greater environmental

impact as the result of growing use of personally-owned vehicles and created mobility problems for seniorcitizens unable to drive.
Electric compact low-speed vehicles have little environmental impact and can coexist harmoniously withpedestrians due to their low maximum speed of under 20km/h. Hopes are high for the potential these vehicles
have to address environmental impact and reduced senior mobility problems when used for living activities
within communities and as a means of transportation in tourist destinations, helping achieve an even lower
carbon society.
However, there has been little research regarding the use of electric compact low-speed vehicles. Golf carts
have been permitted to drive on public roads for the last three years, and societal pilot tests have finallybegun, but necessary information has yet to be shared by related parties within Japan, so starting this year
studies are being conducted of cases of actual electric compact low-speed vehicle usage. The use of golf carts
in Wajima City and Ofunato City has been observed, promotion scenarios for a range of uses have beencollected, and the results have been presented in a seminar.
Further deliberations regarding the use of electric compact low-speed vehicles will be conducted together
with representative members of local governments and business operators.

Ofunato City

Wajima City76

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

⑩Publication of “Transport and Environment in Japan”

The Foundation has published “Transport and Environment in Japan,” which provides basic data and thelatest countermeasures against the environmental problems and challenges of the transport and transportation
sector (global warming, air pollution, waste, recycling, sea pollution, noise, etc.), as well as introducing theactivities of local governments, businesses, citizens’ groups, the Eco-Mo Foundation, and more. Since 2016 an
English version has also been published to showcase Japan’s traffic environment measures andcountermeasures overseas.
(The English version can be downloaded from the Eco-Mo Foundation website.)●Transport and Environment in Japan 201677

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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 motor vehicle noise environmental standard compliance status conducted in 2014 foundthat of the 7,794,100 homes studied, 529,500 (6.8%) homes had motor vehicle noise levels which
exceeded environmental standards either during the day (6:00 a.m. to 10:00 p.m.), at night (10:00 p.m. to
6:00 a.m.), or both. 256,300 homes (3.3%) exceeded environmental noise standards both during the day
and at night.
Of the 3,279,200 homes in areas along major arterial road, 373,900 (11.5%) homes exceeded
environmental noise standards during the day, at night, or both. Of those, 179,000 (5.5%) 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
the homes investigated each year, but within the reported scope there appears to have been a gradualimprovement over time.
Broken down by road type, the largest share of homes in areas exceeding environmental noise
standards either during the day, at night, or both were located near urban expressways. Of the 70,100
homes located in these areas, 5,600 homes (8.0%) exceeded environmental noise standards.
This information is provided together with corresponding maps on the Nationwide Motor Vehicle
Noise Map (Environmental GIS Motor Vehicle Noise Survey Report) website, operated by the National
Institute for Environmental Studies (NIES).
●Nationwide Motor Vehicle Noise Map

Source: NIES

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

（3）Airplane noise countermeasures
The most effective measure for reducing airplanenoise levels is the introduction of low noise airplanes.
When comparing the 80dB(A)(adjusted based on●Eco-airport conceptual diagram
Surrounding environment measures and countermeasures
In order to reduce or eliminate the eﬀects of noise, soundprooﬁng construction, etc., is implemented for homes and schools, etc.,
and green space improvements are made to both improve living environments and act as global warming countermeasures. Eﬀorts
are also made to establish and maintain new noise auditing facilities and to promote the use of relocation compensation sites

impact scope of the current B767 is roughly 90%

Airfront Oasis

Distribution
facilities and stores

Noise berm

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

Water quality
management

smaller than that of the previously used DC8. In areasin which noise is still a problem soundproofing world,
etc. is being carried out on houses. For the most part,

Improvement ofsilencing facilities

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

Introduction ofalternative energy
sources

this soundproofing work has been completed, except
for follow-up maintenance. Improvements are being
made in the area of airplane noise, and noise
countermeasure areas are being reviewed andAirport environment countermeasures◆Local environmental and global environmental measures are carried out, including measures for reducing the impacts of air pollutants, waste
water, and waste produced by airport operation, improvement of energy eﬃciency, and installation of roof gardens.

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

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

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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 inrecent years is the existence of ships which do not meet the● Coverage scope of system of 3
large dredging and oil reclamation
ships

standards set forth in marine safety and sea environmental
conservation treaties (sub-standard ships). In order to eliminate
these ships, Japan is participating in international efforts such as

3 ship oil recovery
areas

HakusanSeiryu Maru
Kaisho Maru

Hakusanthe creation of an international ship database (EQUASIS), as well

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

Kitakyushu

inspections of foreign vessels stopping in Japanese ports
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
was approved at the 2005 IMO general meeting as a voluntary"Hakusan" can start oil recovery operation within 24 hours
in the Japan Sea area, and even in the Hokkaido sea area
can start operation within 2 days. Together with the "Seiryu
Maru" and the "Kaisho Maru", it helps further enhance
Japan's ability to respond to oil spills around Japan.

Source: MLIT (Tentative Translated by
Eco-Mo Foundation)system. Based on the efforts that followed, this system was made mandatory from January 2016.
Japan maintains three large dredging and oil reclamation ships to quickly reach and clean up oil
spills in the seas around Japan, and in accordance with the Act on the Prevention of Sea Pollution, ajoint public-private oil pollution prevention and cleanup system has been created. Furthermore, Japan,
China, the Republic of Korea, and Russia have established a collaborative system for cleaning up large
spills of oil or hazardous substances in the Sea of Japan, the Sakhalin area, and the Sea of Okhotsk.
The system of international collaboration and coordination is being strengthened through the “Action
Plan for the Protection, Management and Development of the Marine and Coastal Environment of theNorthwest Pacific Region (NOWPAP) Regional Oil and Hazardous and Noxious Substances (HNS) Spill
Contingency Plan” (2008).

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

3 Ship exhaust gas emissions countermeasures
The IMO places restrictions on the sulfur content concentration of fuel oils to help prevent air
pollution by reducing emissions of sulfur oxide (SOx) and particulate matter (PM) from ships. These
restrictions reduce the sulfur content of ship fuel oil in stages, and use different restriction values forgeneral sea areas (all sea areas) and designated sea areas (North Sea, Baltic Sea, etc.). Under 2008
revisions to the International Convention for the Prevention of Pollution from Ships, the limit of sulfur
content in fuel oil used in general sea areas (currently 3.5% or less) is to be reduced to 0.5% or lessfrom 2020. Based on IMO forecasts of global demand for restriction-compliant oil, signatory countries
are to determine if ships are regulation compliant, and, if they are not, the regulations are to berevised and to go into effect from 2025. At the 70th Marine Environment Protection Committee(MEPC70), the timing of the initiation of the regulations was deliberated on, based on these revisionconditions, and it was decided that the regulations would go into effect in 2020.
●International regulations aimed at reducing sulfur oxide (SOx) and particulate matter (PM) emissions• Air pollutants (SOx, PM, etc.) cause health impairments such as respiratory disorders, so countries implement their own land emissions source and mobile
discharge source regulations.
• Emissions from ships, both coastal and ocean-going, are globally regulated by
the International Maritime Organization (IMO) under the International Convention
for the Prevention of Pollution from Ships (MARPOL Convention).
• The amount of SOx and PM in ship emissions gasses is dependent on the sulfur
content of the fuel oil, so restrictions are placed on maximum sulfur content
concentration (%). Regulations are strengthened in stages for general sea areas
and designated sea areas (ECA: Emission Control Areas).
• Under the 2008 revisions to the convention, the general sea area 0.5% restriction is specified as going into effect from January 2020, but the following
revision conditions are stipulated.

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

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

Withinports

ECA ocean areas

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

Deliberate after
observing results* There are currently only two IMO-approved designated sea areas (ECA), as indicated below. All other seas areas around the globe are considered general sea areas.
North Sea/Baltic Sea ECA

North America US Caribbean ECA

NorwayHelsinki

Oslo

UK

North America ECA (200 nautical miles)

Edinburgh

Hamburg

US Caribbean ECA

Den HaagLondonTallinBaltic Sea

BerlinAmsterdam

Germany

Paris

St. Petersburg

Estonia

LatviaLithuania

Denmark

DublinIreland

Stockholm
Göteborg

North Sea

FinlandSwedenGdańsk
Warszawa

PolandPraha

Kraków

Smolensk
Vilinius
Minsk

Balarus
Lviv

Ukraine

Kiev

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

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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 theDredging

harm these chemicals cause to the human body.

Dredgedsediment（slurry）

Cycloneseparator

The MLIT is studying dioxins and implementing

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

Sand andstones

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

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

Intermediate
processing
Mechanicaldehydrator

Dehydrating
assistantMechanicaldehydration

Mud Slurrytank tank

Dehydrated
soil

Eﬀective use of separated sand

Reduction of volume of dredged sediment
Dried polluted
soil

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

Fine particles

MeltingHarmless slag

Melting
1400℃

Slag
Melting method
Polluted dredged sediment isbroken down and rendered harmless

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

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

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

Countermeasures for Ports” (the Port Guidelines).

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

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

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

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4 Chemical substances countermeasures（3）Asbestos countermeasures● Asbestos countermeasurepamphletAsbestos, used in various facilities, such as warehouses andstorage sheds, present a life-threatening hazard. The buildings
constructed in the 1970s and onwards, when large amounts ofasbestos were imported, are reaching the ends of their lifespans andwill be dismantled, so it is important to implement preemptive
measures to prevent this work from causing public harm.
The MLIT is following up on the status of asbestos removal andscatter prevention measures for facilities under its jurisdiction inorder to advance the removal of asbestos from existing buildings. In
addition, measures for removing spray-applied asbestos insulation inexisting buildings are being promoted though activities such as
subsidies for residence and building safety stock formation
operations and local housing subsidies.

Source: MLIT

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

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

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

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

Deviation

Terrestrial observation data

（Year）

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

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5 Ozone layer destruction prevention●Overview of the Fluorocarbon Discharge Prevention Act（1）Reduce amount of new chloroﬂuorocarbon
produced through conversion and reuse ofexisting chloroﬂuorocarbons（Strict observation of evaluation criteria）（2）Promotion of coolant conversion（switchover to chloroﬂuorocarbon-freeand low GWP chloroﬂuorocarbon
Product manufacturer
products）（Strict observation of evaluation criteria）

Chloroﬂuorocarbon
manufacturer

Low GWP /Natural cooling
products

Low GWP /Natural cooling
Chloroﬂuorocarbons

Partial recycling
and reuse（3）Proper management ofcommercial device coolant（Reduction of leakage during usage）（Strict observation of evaluation criteria,leak reporting）（5）Recycling and destruction optimization（Operation licensing system, strict observanceof recycling and destruction criteria, issuing ofcertiﬁcations, recording and reporting, etc.）

User

Regularinspection
Leakage volume
calculation andreportingRepairs whennecessary

Filling and reclamation
operator（ﬁlling）

Destruction
obligation

Destruction operator,
recycling operator

Filling and reclamation
operator（reclamation）（4）Filling optimization andreclamation obligation（Operation licensing system,
strict observance of ﬁlling andreclamation criteria, issuing ofcertiﬁcations, recording andreporting, etc.）

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

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

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

Water coolers

In dining establishments

Package A/C
Commercial freezers
and refrigerators

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

In town
Package A/C

Package A/C

Vending machines
Chilled showcases
Turbo freezers

Icemakers

Beer servers

Freezer showcases

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

Water
coolers
Air handling units(chiller secondary units)

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

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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

Payment

Three category item
receipt manifests
Deposit ofrecycling fees

Automobile
manufacturers /importers

OwnersPayment
for recovery

ELVcollectors
Deliverymanifests

Airbags

Fluorocarbon
recoveryoperators
Receipt
manifests

Shredderresidue

ELVs

ELVs

Fluorocarbons

Payment
for recovery

Dismantled
vehiclesELVsReceipt
manifests

Designatedrecyclingorganization
JARC

Dismantlers

Deliverymanifests

Receipt
manifests

Deliverymanifests

ShredderShredderoperators
Receipt
manifests

Deliverymanifests

Information management center
JARC

ELV ﬂow

Information
ﬂow

Payment ﬂow

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

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

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

Greenhouse gas, etc.
observation(Showa Station (Antarctica) only
performs terrestrial ozone observation)

Navigation routes ofobservation ships
Ozone layer / ultraviolet
sunlight observation

Sapporo(Minamitorishima Island only performs
ozone layer observation)

Observation of chemicalcomposition of precipitation

Ryori

Showa Station(Antarctica)

Tsukuba

Fukuokaformulated and announced in 2008.

Ryofumaru
Yonaguni

In order to assess greenhouse gas conditions, theIshigakijima
Keifumaru

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

Naha

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

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

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

Minamitorijima●Climate change monitoring report
気候変動監視レポート

Yonaguni

2015
世界と日本の気候変動および温室効果ガスとオゾン層等の状況（Year）

Planetary CO₂ concentration distribution
April 1987

April 1997

Low

April 2007

High

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

平成２８年８月

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

象庁

Source: JMA

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Ⅳ．Measures in Response to Other Environmental Issues（2）Himawari 8 and 9
Himawari 8 and 9 are the successors to the ●Monitoring capability improvements provided
by Himawari 8/9

Himawari 7 (MTSAT-2) satellite, a multipurpose

Doubled horizontal resolution

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

Himawari 6/7

Himawari 8/9

Visible1km

VisibleInfrared 4km

InfraredHigh resolution

2km

Himawari 6/7

Himawari 8/9

1 band（B/W）

2 bands（Color）

None

3 bands

4 bands

10 bands

Development of
new perspectives
Near

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

10 min10 min Infrared

until 2022. Himawari 8 and 9 have radiometers (AHI)
their deployment ahead of other US and European next

0.5-1km Visible

Reduced full disk observation time

2015, taking over from Himawari 7. Himawari 9 will bewhich use cutting edge observation technologies, andIncreased number of bands（channels）

High frequency observation
Every 2.5 min inarea around Japan
High frequency

Phenomena
analysis innovation

5 channels
Increased range of
observation types

16 channels
More advanced
satellite products

generation still imaging satellites has drawn international attention.

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

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

Surface
Deployed

1000m
Sinks to 1000m and drift

Middle layer
2000m

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

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

0'

30'E

60'E

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

90'N

90'N

60'N

60'N

30'N

30'N

0'

0'

30'S

30'S

60'S

60'S

90'S

30'W

0'

30'E

60'E

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

Worldwide distribution of Argo ﬂoats reporting data
within the past month（3,938 ﬂoats as of December
27,2016. 178 of these ﬂoats are Japanese,
indicated with a（●）.）

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

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6 Global environmental observation and monitoring

The JMA collects and analyzes data from various sources,
such as observation vessels, Argo floats, and satellites, andreleases Marine Health Diagnosis Tables, comprehensive
diagnoses and future predictions regarding sea change
conditions related to the global environment.
The Japan Coast Guard constantly monitors and assesses●“Marine Health Diagnosis Table”
Yearly average sea surface
temperature (global average)
anomaly trend■ Diagnosis (2015)•In 2015 the sea surface temperature was 0.30°C higher than the average annual sea surface temperature (global
average). This was the highest value since stastical data first began being gathered in 1891.
•The average annual sea surface temperature (global average) is changing due to marine and atmospheric changes,
global warming, etc., on a scale of several years to several decades. The long-term trend has been an increase of
0.52°C per century.

Trend=0.51 (°C/100 years)

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

Sea surface temperature annual deviation (°C)

using marine short-wave radar. It publishes observation data

Average annual value: Average for 1981 to 2010

it to related organizations and the general public.

Year

Annual deviation（4）Ozone layer observation and monitoring

5 year moving averageLong-term change trend

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

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

In order to protect the ozone layer, which absorbs harmful●UV index (peak daily values)

ultraviolet radiation from the sun, the production, use, and trading of

INDEX

fluorocarbons and other ozone layer destroying substances isinternationally 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.

Source: JMA（5）Promotion of steady observation at the south pole
The Geospatial Information Authority creates topographical and other maps based on reference
point measurements, gravity measurements, continuous GPS observation, exposed rock area change
measurements, and photographic measurements. The results contribute to research regarding global
environmental changes in the south pole area, etc., and international activities focusing on landmeasurement and geographical information.
Since 1992 it has, with the collaboration of other countries around the world, compiled a database(global map data) of fundamental global geographical information needed when performing monitoringor analysis of global environmental problems, etc. In 2008 it completed and released the first version ofits global map database, which includes land data for the entire world. It has since released the second
version of its database, which covers land coverage and woodland coverage rates.
At the Showa Base the JMA is performing continuous sunlight, radiation, and land and high altitude
meteorological observation. This observation is effectively utilized in international measures,contributing to climate change research and monitoring of the south pole ozone hole.
The Japan Coast Guard carries out sea floor topological surveys. It also performs tidal observation,
which contributes to monitoring of sea level changes, which are closely linked to global warming.

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Ⅳ．Measures in Response to Other Environmental Issues●Changes in the Antarctica ozone hole (1979 to 2016)
Distribution of average ozone levels in October in the southern hemisphere in 1979, before the southern hemisphere ozone hole appeared, and in 2015.
The region with a concentration of 220m atm-cm or less is the ozone hole.
Created by the Japan Meteorological Agency based on satellite data provided by the US National Aeronautics and Space Administration (NASA)
For more information about the satellite data used, please refer to Appendix 1 "observational data that was used in the analysis" of the "Summary of the ozone layer,
ultraviolet rays of the year".

October 1979

October 2016

Created by the Japan Meteorological Agency based on satellite data provided
by the US National Aeronautics and Space Administration (NASA)

Source: JMA and NASA (Tentative Translated by Eco-Mo Foundation)●Global map (woodland coverage layer)●Global map

Source: “Global Map Project”
Website Management Committee

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6 Global environmental observation and monitoring

ColumnMLIT climate change adaptation measures
The results of climate change resulting from the progress of global warming will not becompletely avoidable even if measures to reduce emissions and increase absorbance ofgreenhouse gasses such as carbon dioxide are implemented to the greatest degree possible.
Because of this, it will also be necessary to adapt to the impact of global warming.
In order to prepare for this, in November 2015 the MLIT formulated the “MLIT Climate
Change Adaptation Plan,” and is implementing adaptation measures in the land, infrastructure,and transport sectors based on the plan.
The transportation and infrastructure sector is already experiencing subway flooding andpavement collapses caused by record rainfalls and typhoons, transport interruptions due tosnowfall, and other problems. In the future heavy rains, strong typhoons, and violent weather
phenomena such as tornados are expected to occur more frequently, and there are concerns ofgrowing climate risks.
Given these conditions, there is a strong need to smoothly secure facilities and personnel.
●Overview of the MLIT adaptation plan
(Adaptation plan philosophy) Continue to maintain the infrastructure functions and other functions which support citizens’ lives, assets, and social andeconomic activity, maintain citizens’ quality of life, and appropriately utilize situational changes by systematically implementing measures based on
scientific evidence for minimizing the impact of climate change, with the duties of involved parties divided appropriately, while at the same time implementing mitigation measures.
Potential impact of climate change on transportation and infrastructure(Natural disasters)
Frequent flooding, extremely large-scale flooding, increase in landslide frequency, significant impact on harbors and coasts(Water resources/environment)
Greater drought frequency, water quality changes(Peoples’ lives, industrial activity, etc.) Increased risks to transportation infrastructure, large-scale rise in temperatures in urban areas, impact of storm andflood damage on distribution and tourism• Accommodative management that takes uncertainty into consideration • Consideration of climate change in project plans, etc.
Implementation of• Response to extant phenomena• Harmony with nature and the environment
adaptation measures• Consideration of future impact• Implementation of measures by different groups (local governbased on sevenfundamental principles • Comprehensive physical and systematic countermeasures
ments, businesses, residents, etc.), reflecting local characteristics
The plan will be regularly reexamined and revised based on findings from ongoing climate change monitoring, climate change forecasting, and research and technology development, etc.
Natural disasters

Water resources/environment

Flooding• Use facilities to prevent disasters involving flooding and relatively frequent external
forces from occurring• When facilities are subject to external forces which exceed their capacity, mobilize all
Frequency of inundations above floor level
personnel to implement measures to minimize damage• Disaster risk evaluation• Disaster risk information sharing
1) Disaster prevention measures for external forces with relatively high disaster risks• Thorough facility maintenance• Improvement of functionality of existing facilities• Design of facilities to minimize reworking, etc.
Frequency of inundations
above floor level2) Disaster mitigation measures for external forces which exceed facility capacities(1) Facility measures involving operation, structure, maintenance procedures, etc.
(2) Flood mitigation measures integrated with town planning and community development(3) Evacuation, first-aid activity, business continuity, and other preparation
Landslides• Measures to address rise in landslide frequency, deep-seated landslide countermeasures• Warning and evacuation for landslides with little lead time
[Use in detailed disaster risk information• Land usage, dwelling styles, etc., that take disaster risks into consideration
evacuation decisions, town planning, etc.]
Storm surges, storm waves, etc.
1) Harbors• Sea phenomena monitoring and regular evaluation for harbors• Countermeasures for external forces which exceed protection levels, etc.
2) Coasts• Disaster risk evaluation and countermeasures for individual disaster risks• Enhancement of coastal erosion countermeasures, etc.

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

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

Daily life/urban life
Transportation infrastructure• (Rail) Flooding countermeasures for subway stations, etc.
• (Harbors) Business continuity plan (harbor BCP) formulation• (Airports) Hazard maps, airport snow removal system review and revision• (Roads) Safety, high reliability road network improvement, promotion of
telephone pole-free design, michinoeki (roadside station) disaster function [Subway station flood prevention
using water blocking boards]
enhancement• (Distribution) Distribution BCP, disaster support supply storage agreements,
countermeasures for rail noise produced by rail cargo transportHeat island• Ground surface covering improvements (promotion of installation of rooftop
gardens on private land and public spaces, etc., urban park improvement,
treated sewage water usage, etc.)• Reduction of artificial exhaust heat (energy savings in homes and buildings, [Rooftop gardens on private land]
promotion of low-emission vehicles, promotion of usage of sewage heat, etc.)

Observation, research, and technical development• Climate, sea level, and land observation and monitoring• Climate change forecasting, analysis of snow and ice environment change trends, etc.
• Impact of growing external forces on flooding and inland water measures and countermeasures

Industrial/
economic activity• Use of Northern Sea route• Measures for providing

information to foreign
travelers and countering
reputation damage

International contributions• Global provision of Japanese disaster sector technologies and expertise• Participation in international observation, monitoring, and research, etc.

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

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Ⅳ．Measures in Response to Other Environmental Issues

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

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Transport and Environment in Japan 2017
Published October 2017

Publisher
Foundation for Promoting Personal Mobility and Ecological Transportation(Goban-cho KU Bldg.)10, Goban-cho, Chiyoda-ku, Tokyo 102-0076, Japan

2017英語版本文.indd

93

TEL

+81-3-3221-7636

FAX+81-3-3221-6674

URL

http://www.ecomo.or.jp/

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