記述言語：英語   掲載種別：研究論文（学術雑誌）   出版者・発行元：Environmental Science and Technology  

Passenger vehicles contribute approximately 8% to global energy-related emissions and drive other environmental impacts through the extraction of raw materials. In this study, a hybrid LCA approach is used to investigate emissions and material life-cycle impacts arising from vehicle production and consumption in Japan. By embedding a physical vehicle production model within a global MRIO, we find that 53% of emissions occur in Japan, while almost all material extraction impacts occur internationally. Vehicle size, PHEV utility factor, and battery capacity all strongly influence life-cycle impacts. Demand-side scenarios of increased occupancy, downsizing, and lifetime extension have the collective potential to reduce emissions by approximately 33% at the cohort level, while providing comparable mobility services. Lifetime extension requires additional material inputs with associated impacts; however, these impacts are repaid over time, resulting in an overall average emissions intensity (gCO<inf>2</inf>e/km) reduction of 7%. Vehicle electrification alone is unlikely to be sufficient to meet climate targets; therefore, demand-side measures should be implemented concurrently to decarbonize passenger transport while maintaining access to mobility services. While some opportunity exists to substitute upstream suppliers for lower-impact providers, the existence of low-pollution production havens is limited, further underscoring the importance of demand-side measures.

DOI： 10.1021/acs.est.6c06919

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掲載種別：研究論文（学術雑誌）   出版者・発行元：Resources Conservation and Recycling  

To achieve carbon neutrality (CN) in aviation by 2050, substantial improvements in aircraft fuel intensity and the introduction of sustainable aviation fuels (SAFs) are expected. However, whether this innovation alone will achieve CN remains unclear. Here, we explored the extent of demand-side measures needed in the Australian aviation industry if these technologies do not progress as planned. Even with ambitious fuel-intensity improvements, CN will not be reached by 2050. The planned 65% SAF substitution by 2050 also falls short; thus, flight distance reductions of up to 65% will be required through demand-side efforts. Maximizing boarding rates, increasing seating capacity, and reducing both business and leisure use are essential. Our findings suggest that integrated demand- and supply-side strategies should be implemented at an early stage to mitigate the risk of abrupt disruption observed during the COVID-19 pandemic in the aviation industry and our mobility by aircraft, thereby facilitating a smoother transition.

DOI： 10.1016/j.resconrec.2026.108838

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記述言語：英語   掲載種別：研究論文（学術雑誌）   出版者・発行元：Environmental Science and Technology  

Decarbonizing materials production presents a major challenge to achieving a carbon-neutral society. The current carbon-neutral roadmap for materials generally assumes an uncertain dissemination of innovative production technologies, making the changes in material flows required for a carbon-neutral society unclear. This study introduces three material reduction scenarios and an input-output optimization model to explore material flows in Japan for achieving carbon neutrality by 2050 without disseminating innovative technologies. The results indicate that Japanese carbon emissions could reach neutrality by 2050 if the country can manage a yearly material reduction of 4% together with the decarbonization of electricity generation. To achieve this, the material efficiency of consumption must increase nearly 4-fold, and the material circulation rate must be doubled. Achieving such a rapid improvement in material efficiency and circularity is as challenging as the early large-scale deployment of material decarbonization technologies. Therefore, the critical choice in the remaining years is whether to bet heavily on innovative material decarbonization or prioritize technologies and policies accelerating material efficiency.

DOI： 10.1021/acs.est.4c08719

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記述言語：英語   掲載種別：研究論文（学術雑誌）   出版者・発行元：Journal of Cleaner Production  

Despite the recent increase in vehicle electrification, the transport sector remains a major contributor to the rise in global CO2 emissions. Using dynamic product lifecycle (LC) models, we analyzed the relationship between LC-CO2 emissions and the proportion of electric vehicle (EV) sales in Japan, where the introduction of EVs could increase LC-CO2 emissions. We considered the contributions of vehicle fuel efficiency and vehicle lifetime to LC-CO2 emissions under three scenarios—changes in sales, improvements in fuel efficiency, and changes in vehicle lifetimes. Our findings show that promoting EVs and decarbonization in the electricity sector will decrease CO2 emissions during the driving phase. However, even if the energy mix follows the net zero emission target, emissions from the vehicle manufacturing phase will largely remain, and the manufacturing emissions from electric will account for over 50% of the total emissions in 2050, even when the vehicle lifetime is extended by 5 years. Although the decarbonization of the power sector and vehicle electrification are important steps toward reducing LC-CO2 emissions, they are insufficient. Thus, to reduce LC-CO2 emissions, including those from the manufacturing phase, the Japanese government needs to focus on decarbonizing the supply chain and extending vehicle lifetime, especially that of EVs, as well as reducing driving phase emissions.

DOI： 10.1016/j.jclepro.2024.140658

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記述言語：日本語   出版者・発行元：福岡工業大学総合研究機構  

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その他リンク： http://id.ndl.go.jp/bib/033866989

開催年月日： 2025年6月 - 2025年7月

記述言語：英語   会議種別：ポスター発表  

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開催年月日： 2025年6月 - 2025年7月

記述言語：英語   会議種別：ポスター発表  

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開催年月日： 2025年3月

会議種別：ポスター発表  

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開催年月日： 2025年3月

会議種別：ポスター発表  

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開催年月日： 2024年11月

記述言語：英語   会議種別：ポスター発表  

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