Abstract
This chapter focuses on how Japanese climate policy for automobiles has been constructed. Japan has the highest fuel economy regulation along with the EU in the world. The question is, did Japan adopt the world’s highest fuel economy regulation by same reasons as European case, or are there any distinctive factors? This chapter argues that Japan adopted its stringent fuel economy regulation primarily because of industry competitiveness. The main reason for this rationale to enhance its industry competitiveness by setting stringent regulation is due to its size of the market. Furthermore, this chapter points out that Japan’s decision-making process, which is characterized as ‘co-regulation ’ and ‘corporatism’ between government and the industry, enables to maintain its stringent fuel economy regulations. To do so, this chapter looks at the construction of Japanese fuel economy regulations, by focusing on how foreign markets have been impacted on Japan’s fuel economy regulations, as well as how Japan’s ‘co-regulation’ and ‘corporatism’ have been enhancing the regulations.
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Notes
- 1.
In 1990, the total CO2 emission from fuel combustion in Japan was 1064.4 million tons of CO2, and the number has increased to 1093.9 million tons of CO2 in 2009 (IEA 2009, p. 6).
- 2.
Other sector are as follows (all in millions tons of CO2): 434.4 from electricity and heat production; 41.3 from other energy industry own use; 238.8 from manufacturing industries and construction; and 158.2 from other sectors including residential sector.
- 3.
Other shares are as follows: Middle East 14.2 %, Asia 7.8 %, Oceania 6.8 %, Africa 5.2 %, Central Africa 3.8 %, South Africa 3.8 %, and others 0.2 %.
- 4.
In Article 2 of the Administrative Procedure Act from in 1993, administrative guidance is defined as “guidance, recommendations, advice, or other acts by which an Administrative Organ may seek […] certain action or inaction on the part of specified persons in order to realize administrative aims” (Cabinet Secretariat n.d., p.3).
- 5.
MLIT is the official governmental body responsible for transport matters, and METI, which is originally responsible for economic activities, is responsible for the fuel economy regulations due to its authority conferred by the Energy Conservation Act.
- 6.
Keidanren (the central Japanese business network) does not have a role in the fuel economy regulation in this process.
- 7.
Based on interview with Mr. Akihiko Hoshi, Deputy Director, Japanese Ministry of Infrastructure, Land, Transport and tourism (MLIT). Interviewed at Tokyo, Japan (4th February 2010).
- 8.
The Council was chaired by a Professor of Fukui University of Technology, and vice chair was a professor from Waseda University. There are eleven committees, and six members are chosen from university or research institute, and others are chosen from industry networks, such as JAMA.
- 9.
Based on interviews conducted to various NGOs in Europe and the US.
- 10.
Although both the EU and the US employs the CAFE regulation, there is a difference in the target setting. While the European CAFE is based on the average vehicle weight, the US regulation is based on the size of the vehicles. Japanese CAFE regulation employs weight-based approach.
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Iguchi, M. (2015). Construction of Japanese Fuel Economy Regulations for Passenger Cars. In: Divergence and Convergence of Automobile Fuel Economy Regulations. Springer, Cham. https://doi.org/10.1007/978-3-319-17500-3_4
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