东京零排放车辆（ZEV）推广策略（英文版）.pdf-solarbe文库

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ero Emission ehicleSV hift Aiming for net zero CO2 emissions from vehicles Tokyo ZEV Promotion Strategy Zero Emission Vehicle 01 Introduction 02 CHAPTER 01 Aiming for Net Zero CO2 Emissions from Vehicles 03 Making Vehicles Zero Emission is a Common Duty of Large Cities around the World 04 Encouraging Changes toward the Realization of a ZEV Society 05 Tokyo’s Visions for 2050 and 2030 Policy Targets 08 CHAPTER 02 Developing Initiatives for Promoting ZEVs Toward 2030 Three Pillars 09 Ensuring Infrastructure to Support the Promotion of ZEVs 13 Encouraging Replacement of Existing Vehicles, Including Passenger Cars, Buses, and Motorcycles, with ZEVs 18 Fostering Momentum for Social Acceptance 22 Conclusion Zero Emission Vehicle Shift Pursuing efforts to limit the global average temperature increase to 1.5ºC, which entails a lower risk, the Tokyo Metropolitan Government TMG has formulated the Zero Emission Tokyo Strategy hereinafter referred to as “Strategy” to realize a Zero Emission Tokyo that will contribute to achieving net zero CO2 emissions worldwide by 2050. The promotion of the spread of zero emission vehicles hereinafter referred to as “ZEVs” is positioned as one of the pillars, or areas of specific focus, of the Strategy, for which visions to aim for by 2050 and specific efforts and roadmap are provided. To promote the spread of ZEVs in a comprehensive manner, this ZEV Promotion Strategy has set 2030 targets which are milestones for moving ahead toward the visions to aim for by 2050 and prescribed more specific efforts to achieve the targets. This ZEV Promotion Strategy categorizes ZEVs as shown below, and summarizes the status quo, challenges, and development of initiatives to help Tokyo residents easily understand ZEVs. What are ZEVs  ZEVs include Electric vehicles EVs, plug-in hybrid vehicles PHVs in EV mode, and fuel cell vehicles FCVs that do not emit CO2 or other exhaust gases during driving.  To distinguish them from passenger vehicles, TMG calls EV, PHV, and FCV buses and cargo vehicles “zero emission buses” and “zero emission trucks.” We also refer to electric vehicle EV and fuel cell FC motorcycles as “zero emission motorcycles.” Introduction Zero Emission Vehicle Shift01 ZEVs Zero emission buses Zero emission trucks Zero emission motorcycles Buses Trucks Passenger vehicles Motorcycles 01 CHAPTER 01Aiming for Net Zero CO 2 Emissions from Vehicles 02Zero Emission Vehicle Shift Breakdown of CO2 emissions by means of transportation in Tokyo’s transport sector preliminary results for FY 2017 Zero Emission Vehicle Shift03 Reasons for making the shift to ZEVs CO2 emissions in Japan rank fifth behind those of China, the United States, India, and Russia, accounting for 3.4 of total CO2 emissions in the world. Tokyo’s CO2 emissions account for 5.3 of those in Japan, or put into perspective, are equivalent to the emissions of an entire country such as Austria or Greece. Transportation facilities including vehicles and railways are an important urban component that supports business activities and people’s lives in the metropolis of Tokyo. The transport sector accounts for approximately 20 of CO2 emissions in Tokyo, approximately 80 of which originate from vehicles. To achieve zero emissions in the transport sector, we have to change our behaviors to those that do not emit CO2, for example using public transportation instead of one’s own car, and walking and using bicycles instead of relying on vehicles. We also need to decarbonize the vehicles we use from the perspective of well-to-wheel*. A determining factor of this approach is the shift to zero emission vehicles or ZEVs that are rapidly spreading around the world. * A concept that indicates the environmental load generated from the stage of obtaining automobile fuel well to the stage of actual driving wheel Left Share of energy-related CO2 emissions by country 2017 Source EA. CO2 Emissions from Fuel Combustion 2019. Right Share of energy-related CO2 emissions by sector in Tokyo preliminary results for FY 2017 Korea 1.8 Iran 1.7 Making Vehicles Zero Emission is a Common Duty of Large Cities around the World Well to Wheel Tank to WheelCO2 CO2 CO2 CO2 EV/PHEV Power generation Well Refinement Tank Wheel Tank Wheel Internal combustion engine Japan 3.4 EU 15 countries 7.7 Others 29.6 China 28.3 USA 14.5India 6.6 Russia 4.7 Residential sector 30 Vehicles Railroads Vessels Aircraft Transport sector 17 Industrial sector 8 Commercial sector 45 Source Website of the Agency for Natural Resources and Energy.Conceptual diagram of well-to-wheel Total amount 9.8 Mt-CO2 78 20 2 0 Canada 1.7 Trends in ZEV Promotion in Japan and Overseas To contribute to solving global issues as global vehicle sales are expected to increase in the future, countries and large cities around the world need to take the initiative in promoting the spread of ZEVs, developing advanced initiatives, and providing information on such initiatives. Following the Paris Agreement, which came into effect in 2016, countries and cities across the globe have set goals for ZEV introduction and set forth restrictions on the sale of gasoline vehicles. At the national level, China, where electric vehicles have rapidly spread, has set a goal of introducing a total of 5 million ZEVs in 2020. Norway has set a goal of turning all new vehicles sold into ZEVs by 2025 and the Netherlands has set the same goal with a deadline of 2030. At the local government level, California, in the United States, is aiming to introduce a total of 5 million ZEVs by 2030, and New York City is aiming to increase the share of ZEVs to 20 of new vehicle sales by 2025. The market share of ZEVs in FY 2018 was 1.6 of new passenger car sales in Tokyo. Since it takes quite a while to develop ZEVs, as well as the requisite charging and fueling infrastructure, TMG will continue with the full-scale promotion of ZEVs by cooperating with various actors, including businesses, Tokyo residents, and the national government, promoting the development and diversification of vehicle model lineups through the creation of initial demand, developing and expanding chargers and hydrogen stations, and encouraging the fostering of momentum. Through the promotion of ZEVs, TMG will support the advancement of energy management at home and in communities utilizing the power storage and supply functions of ZEVs and the spread of new mobility services, such as MaaS*. * Mobility as a Service. A service that shows the optimal route for users from the point of departure to destination, and collectively provides multiple means of transportation and other services. The spread of ZEVs is being aggressively promoted to achieve these goals. For example, the UK and France have announced that they will ban the sale of gasoline and diesel vehicles by 2040. China, Europe, and California require, under the CAFE regulations*, automotive manufacturers to ensure that a certain percent of their vehicle sales are ZEVs. In Japan, the national government has set a goal of increasing the percentage of EVs and PHVs in passenger car sales to 20-30 and that of FCVs up to 3 by 2030. To realize a Zero Emission Tokyo, Tokyo must set high goals and develop effective efforts to fulfill its role in leading the world. * Corporate Average Fuel Efficiency. These are fuel efficiency requirements for regulating vehicles, which calculate the production-weighted harmonic mean fuel economy, taking into account the number of vehicles shipped by a manufacturer, regardless of vehicle model. CAFE was adopted in Japan as FY 2020 fuel efficiency standards. © Iwatani Corporation © Nissan Motor Co., Ltd. 04Zero Emission Vehicle Shift Vehicle to home V2H Bus-capable Hydrogen Station Encouraging Changes toward the Realization of a ZEV Society Zero Emission Vehicle Shift05 2050 Visions All cars driven in Tokyo to be ZEVs Expanded use of renewable energy, realizing zero emissions from well Status quo Passenger cars and service vehicles, including buses, taxis, and cargo vehicles, registered as new vehicles to be ZEVs 2030 Promotion of ZEVs – 2030 targets  New small route buses* for sale  Introduction of zero emission buses  Market share of ZEVs in new passenger car sales * Route buses with a capacity of approx. 30 passengers Tokyo’s Visions for 2050 and 2030 Policy Targets Spread of ZEVs at present  Market share of ZEVs in new passenger car sales 1.6 in FY 2018 06Zero Emission Vehicle Shift 2050 Visions Expanded use of renewable energy, realizing zero emissions from well-to-wheel 2030 Status quo Infrastructure development at present  Public chargers Approx. 300 fast chargers Approx. 2,200 slow chargers  14 hydrogen stations All at the end of FY 2018 Infrastructure development – 2025 targets  5,000 public chargers Infrastructure development – 2030 targets Fast chargers Hydrogen stations  ZEV infrastructure development Country State/city Target Start year Initiative name Enforcement agency Program outline USA California Manufacturers 1990 Zero Emission Vehicle Program ZEV regulations California Air Resources Board CARB Manufacturers that sell a number of vehicles over a certain threshold in the state are required to ensure that a certain percent of the total sales are ZEVs. Manufacturers can obtain credits according to quantities and models of vehicles sold. Similar programs have been introduced in nine states since 2013 Connecticut, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Rhode Island, and Vermont. Canada Quebec Manufacturers 2018 ZEV Act ZEV standards law Quebec Government A target value for credits that can be received based on ZEV sales is set for manufacturers that sell more than 4,500 new vehicles a year. France Paris Dealers 2024 A ban on diesel and gasoline vehicles Paris Diesel and gasoline vehicles will be banned from 2024 and 2030 respectively. UK London Purchasers 2019 Ultra Low Emission Zone ULEZ Transport for London Since April 2019, an additional congestion tax of 12.5 pounds per day has been included for vehicles not compliant with the EU environmental regulations. China Beijing Purchasers 2008 Traffic regulation targeting the last digit on license plates Beijing Traffic Management Bureau Due to serious air pollution, traffic regulation is implemented according to the last digit on license plates. NEVs EVs/PHVs/FCVs are not subject to this regulation. ZEV Regulations in Overseas Local Governments Countries and local governments that promote the spread of ZEVs are aiming to achieve policy targets, such as the number of ZEVs introduced, through regulations and incentives for manufacturers, dealers, and purchasers. At the local government level, the following cities apply regulations and incentives Column 1 Zero Emission Vehicle Shift07 02 08Zero Emission Vehicle Shift CHAPTER 02 Developing Initiatives for Promoting ZEVs toward 2030 Three Pillars 1 Zero Emission Vehicle Shift09 Infrastructure development  Chargers and hydrogen stations essential for the spread of ZEVs have been developed, but further promotion is needed to achieve the targets  In the public opinion poll of Tokyo residents concerning ZEVs*, the largest share of 45 of respondents cited insufficient infrastructure for charging and refueling as a matter of concern Public chargers* for EVs/PHVs  TMG estimates the number of public chargers in Tokyo as of the end of FY 2018 to be approximately 2,500 in total, consisting of approximately 300 fast chargers and approximately 2,200 slow chargers.  The number of chargers installed in commercial facilities and coin parking lots is far less than the number of facilities.  In the public opinion poll of Tokyo residents concerning ZEVs, a top concern about ZEVs was “few places for charging or refueling.”  For the full scale promotion of ZEVs, it is essential to introduce more chargers as social infrastructure. * Public chargers Used at public places, including public facilities, commercial facilities, and hourly parking lots. Developing Initiatives for Promoting ZEVs toward 2030 Three Pillars Ensuring infrastructure to support the promotion of ZEVs Public Opinion Poll on Vehicle Use to Realize a Zero Emission Tokyo Concerns about electric vehicles ZEVs * Conducted between November 3-18/December 6-17, 2018 Response rate 62.6 effectively collected 1,877 samples/3,000 samples Few places for charging or refueling Long times to charge or refuel Limited distance capabilities Few vehicle models Quick battery deterioration High fuel costs Uncertainty about safety of hydrogen Poor acceleration Low value of used vehicles Others No specific concern No response 45.2 24.0 22.7 17.8 16.5 7.0 5.2 1.9 1.2 5.4 34.0 2.2 n 1,887 M.T. 183.2 0.0 25.0 50.0 Takakura-machi, Hachioji-shi Funado, Itabashi-ku mobile* Yahara, Nerima-ku Miyamae, Suginami-ku Okura, Setagaya-ku mobile* Minami-rokugo, Ota- ku mobile* Ikegami, Ota-ku Kami-osaki, Shinagawa-ku Shiba-koen, Minato-ku Sanban-cho, Chiyoda-ku mobile* Minami-senju, Arakawa-ku Shinsuna, Koto- ku Shiomi, Koto-ku Ariake, Koto-ku ★ ★ Tokyo Station TMG 10Zero Emission Vehicle Shift Example of EV charger installed at multi-family housing Development of hydrogen stations * Mobile A type of hydrogen station which has hydrogen fueling equipment on the back of a special truck and moves to various locations to sell hydrogen.  14 hydrogen stations in Tokyo Private chargers* for EVs/PHVs  For the accelerated promotion of ZEVs, an effective solution is to install chargers at multi-family housing in which approximately 60 of Tokyo residents live. However, the adoption rate has been low so far. In particular, at existing buildings where the consensus of a residents’ association is needed for introduction, there are high hurdles such as cost burdens and other issues.  In order to replace service vehicles, buses, and cargo vehicles with ZEVs, an effective approach is to install chargers at offices and stations/stops. However, installation costs are often high, which prevents the spread of chargers. * Private chargers Used at private properties, including single-family residences, condominiums, and buildings. Hydrogen stations for FCVs  Hydrogen stations started operation in Tokyo in 2014 and are operated at 14 locations as of November 2019. In some areas, such as the Tama area, where the development of hydrogen stations has not progressed, further development is needed to improve the convenience of FCV users.  Obstacles to a significant increase in the number of locations include development and operation costs higher than those of gas stations hereinafter referred to as “GSs” and a larger area required compared to GSs, resulting in difficulties in obtaining appropriate sites.  Since only two hydrogen stations currently accept FC buses at any given time, it is necessary to develop more hydrogen stations for buses toward t