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Preventing Global Warming

Application for the full disclosure version of Tyre LCCO₂ Calculation Guidelines Ver.3.0

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The Japan Automobile Tyre Manufacturers Association, Inc. (hereinafter called JATMA) provides Tyre LCCO₂ Calculation Guidelines Ver.3.0 containing the GHG emission coefficients from inventory database IDEAv2 (hereinafter called these Guidelines) based on the Terms of Use of Tyre LCCO₂ Calculation Guidelines Ver.3.0 (hereinafter called these Terms of Use).

Tyre LCCO₂ Calculation Guidelines Ver.3.0

These Guidelines summarize the basic methods to calculate GHG emissions in the lifecycles of tyres.

GHG emission coefficients contained in these Guidelines

Conditions for disclosure

JATMA discloses these Guidelines to parties who wish to use them under the condition that the parties agree with the designated conditions (members who had these Guidelines disclosed are hereinafter called Guidelines Users). In exceptional cases, however, JATMA discloses these Guidelines to parties who have an end user license for inventory database IDEAv2 as long as we can confirm that they possess such a license.

Purpose of use of the IDEA emission coefficients

The IDEA emission coefficients in these Guidelines can only be used to calculate the GHG emissions in the lifecycles of tyres in the organization (company) to which you (Guidelines Users) belong. Guidelines Users shall not use these Guidelines for other purposes or allow third parties to use these Guidelines. They shall use these Guidelines in accordance with the laws and regulations and ordinances of the region, state/prefecture, and country where they are located and with international laws and regulations.

Prohibitions

In using these Guidelines, users thereof are prohibited from

1. selling or redistributing these Guidelines in part or in whole,
2. publicly disclosing or providing to third parties these Guidelines in part or in whole by copying or any other means whether with or without compensation,
3. calculating emissions using these Guidelines under a contract from a party other than the organization (company) to which users belong to calculate GHG emissions in the lifecycles of tyres,
4. publicly disclosing the results of calculation using these Guidelines without stating that they were used and the source thereof,
5. altering or adapting these Guidelines in part or in whole, and
6. deleting or altering the presentation of the intellectual property rights to these Guidelines.

Discontinuation of use

When a user of these Guidelines is found to fall under any of the following items, JATMA will require such user to immediately discontinue use of these Guidelines no matter what the reason may be, and such user shall, immediately upon receipt of a notification to that effect, discontinue use of these Guidelines for a period specified by JATMA and discard or erase them:

1. when a user made a false declaration(s) at the time of registration,
2. when a user engaged in conduct that interferes with the operation of use of these Guidelines,
3. when a user violates any of these Terms of Use, or
4. when JATMA finds a user to be inappropriate as a user of these Guidelines.

Seeking of damages

If a Guidelines User uses the IDEA emission coefficients in these Guidelines for a purpose other than the specified purpose of use thereof, such user may be asked for damages equivalent to the license fee by the Sustainable Management Promotion Organization, the rightsholder for IDEA ver.2.

Disclaimer

1. JATMA may change the contents of these Terms of Use without the consent of Guidelines Users. Use of these Guidelines by Guidelines Users after receipt of notification of changes to these Terms of Use shall be deemed as their consent to application of these Terms of Use after the changes.
2. JATMA may abolish use of these Guidelines or make changes to the contents thereof without prior notification to Guidelines Users.
3. JATMA assumes no responsibility for loss, damage, or expenses incurred by Guidelines Users or third parties in connection with use of these Guidelines. If a dispute, complaint, or the like with a third party arises from or in connection with use of these Guidelines, the relevant Guidelines User shall immediately notify JATMA of the dispute or the like in writing and settle it at their own responsibility and at their own expense. JATMA shall help such user settle the dispute or the like to a reasonable extent.
4. JATMA assumes no responsibility for damage incurred by Guidelines Users or third parties in connection with inability to use these Guidelines because of a measure taken pursuant to the provision in “Discontinuation of use” above.
5. JATMA gives no guarantee as to the recency, accuracy, integrity, usefulness, consistency, fitness for a particular purpose, or functionality of the contents of these Guidelines, and their being free from computer viruses or other harmful components.
6. JATMA assumes no responsibility for incorrect calculation results produced by using these Guidelines or loss, damage, or expenses incurred by Guidelines Users or third parties due to such incorrect calculation results no matter what or how such calculation results are produced.

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Index

1. LCA
2. Calculation of CO₂ emission reductions

1. LCA

(1) Tyre LCCO₂ Calculation Guidelines

JATMA has prepared guidelines in order to present basic data and calculation examples that can be used to calculate LCCO₂ from tyres.

In 1998, the Japan Rubber Manufacturers Association put together the first LCA guidelines for tyres, and these guidelines have been used for over 10 years since then. Partly because the guidelines no longer conformed to international standards, JATMA made major revisions to them in 2012 (Ver. 2.0).

Approximately ten years have passed since the issuance of Guidelines Ver. 2.0 and the circumstances of the automobile industry have changed. Because we thought that guidelines that make it possible to make calculations based on the current situation would be necessary in 2021, we made further revisions to develop the current Guidelines Ver.3.0. Guidelines Ver.3.0 reflect the latest inventory data and typical tyre data as well as, regarding calculations for the use stage that is responsible for 80% of GHG emissions in the entire tyre lifecycle, the setting conditions and results from the latest fuel consumption tests.

In addition, we entrusted the Japan Life Cycle Assessment Facilitation Centre with a review and the Centre has acknowledged that Guidelines Ver.3.0 conform to ISO14040:2006 and ISO14044:2006.

The Tyre LCCO₂ Calculation Guidelines are available in two types: a limited disclosure version and a full disclosure version.

JATMA has concluded a special license agreement with the Sustainable Management Promotion Organization in Japan and these Guidelines include the GHG emission coefficients from inventory database IDEAv2. Consequently, JATMA can disclose these Guidelines to parties who want to make calculations according to them under the condition that the parties agree with the designated conditions. In exceptional cases, however, we disclose these Guidelines to parties who have an end user license of inventory database IDEAv2 as long as we can confirm that they possess a license.

You can download and view the limited disclosure version, which does not contain the emission coefficients from IDEA.

Download Tyre LCCO₂ Calculation Guidelines Ver3.0.1 (limited disclosure version)

※Notice of correction(December 2021)

If you want to view the full disclosure version containing the emission coefficients from IDEA, please click here to apply.

2. Calculation of CO₂ emission reductions

(1) Reduction Effect of CO₂ Emissions by Reducing Rolling Resistance of Passenger Car Tyres

① Introduction

When considering CO₂ emissions throughout the entire life cycle of tyres (raw material procurement, production, distribution, usage, end of life and recycling), more than 80% of CO₂ emissions is accounted in the usage stage. Reducing the tyre rolling resistance improves vehicle fuel efficiency, which can reduce CO₂ emissions.

In 2010, the Japanese tyre industry started the tyre labeling system applicable to replacement summer tyres for passenger vehicles ahead of all other countries in the world. General users can select fuel-efficient tyres¹ with low rolling resistance while referring to the grades shown on the labels when they purchase tyres.

Tyres with lower rolling resistance have become more popular year by year thanks in part to this labeling system. JATMA conducted a survey to confirm the effect of reducing CO₂ emissions through the widespread use of tyres with lower rolling resistance and published the results in 2015 and 2018. CO₂ emissions were calculated for 2006, 2012 and 2016, before and after the labeling system started.

After that, we determined to conduct this kind of survey once every four years considering the product life cycle and other factors. This time, we summarized the CO₂ emission reduction effect as a result of a survey of CO₂ emissions in 2020.

Note 1:

Tyres for which the rolling resistance performance is classified as A or higher and for which the wet grip performance is classified as a, b, c or d

(Refer to https://www.jatma.or.jp/english/environment_recycle/aboutlabelingsystem.html)

② Status of reducing tyre rolling resistance coefficients

Fig. 1 shows the rolling resistance coefficients of tyres that the member companies sold in Japan.

The charts show the ratios of the numbers of tyres sold according to the grading in the labeling system (Table 1).

The ratio of tyres classified as A or higher (tyres with rolling resistance coefficients applicable to fuel-efficient tyres) accounted for 29.7% of total sales in 2006; the ratio increased to 54.7% in 2012, 76.9% in 2016 and 77.8% in 2020. Thus, the sales ratio of tyres with lower rolling resistance has been continuously increasing. The ratio of tyres classified as AA or higher was 3.8% of total sales in 2006; it increased to 9.7% in 2012, 28.5% in 2016 and 38.3% in 2020.

Table 2 shows the average values weighted by the number of sold tyres for each tyre rolling resistance coefficient (RRC) level. The value in 2020 decreased by 0.2 N/kN (2.4%) from that in 2016 and decreased by 1.56 N/kN (15.9%) from that in 2006. Thus, the weighted average RRC has been continuously decreasing.

Note:

This survey targeted original equipment tyres and winter tyres that are not covered in the labeling system to evaluate CO₂ emissions of all types of passenger car tyres.

Table 1 Tyre rolling resistance coefficients (RRCs) and classifications in the labeling system

RRC Unit：N/kN	Classification under JATMA labeling system
RRC≦6.5	AAA	Fuel Efficient tyres
6.6≦RRC≦7.7	AA
7.8≦RRC≦9.0	A
9.1≦RRC≦10.5	B	―
10.6≦RRC≦12.0	C
12.1≦RRC	（Lower than C）

Ratio of the numbers of tyres sold by grade (tyres manufactured by JATMA member companies sold in Japan)

Fig.1 Ratios of the numbers of tyres sold by grade (tyres manufactured by JATMA member companies sold in Japan)

Table 2 Weighted average RRC (N/kN)

2006	2012	2016	2020
9.80	9.06	8.44	8.24

③ The Reduction effect of CO₂ emissions when tyres are in use

Based on Tyre LCCO₂ Calculation Guidelines Ver. 3.0² issued by JATMA, CO₂ emissions per tyre when tyres are in use³ were calculated from the rolling resistance values in Table 2. The value in 2020 was 196.6 kg/tyre. The CO₂ emissions decreased by 4.8 kg (2.4%) from those in 2016 and by 37.2 kg (15.9%) from those in 2006 (Fig. 2).

Note 2:

(https://www.jatma.or.jp/environment_recycle/globalwarming.html)

In this survey, the emissions in the past fiscal years were calculated based on the new guidelines (revised in March 2021), so the values differ from those published in the past.

Note 3:

Emissions throughout the entire service life of a single tyre. The calculation conditions (e.g., fuel economy and tyres’ contribution to fuel consumption) are not the average market values. They are the values measured on the vehicle in JATMA test and values calculated with those.

Fig.2 CO2 emissions when tyres are in use (per tyre)

Fig.2 CO₂ emissions when tyres are in use (per tyre)

Since it is difficult to accurately determine the amount of CO₂ emissions during tyre use in a year, the total amount of CO₂ emitted by the end of service life of the tyres sold in the year is used as an alternative indicator for comparison. The CO₂ emissions in Fig.2 is multiplied by the number of tyres sold in each year to calculate the total CO₂ emissions in the Japanese market.

CO₂ emissions in 2020 were reduced by 2.825 million tons compared to 2006 as the effect of rolling resistance reduction (Fig. 3).

Although CO₂ emissions per tyre have been continuously decreasing, CO₂ emissions reduction in the Japanese market is moderate because the number of tyres sold in 2020 is 11.22 million less than in 2016 partly due to the impact of COVID-19.

Fig.3 Reduction of CO₂ emissions when tyres are in use

(2) Effects on resource usage saving and CO₂ emissions reduction through the spread of retread tyres for trucks and buses

① Introduction

The tyre industry has been working to save energy and reduce CO₂ emissions throughout the entire life cycle of tyres. In addition, JATMA revised the Tyre LCCO₂ Calculation Guidelines and released Ver. 3.0 in March 2021 to help calculate such activities’ effects.

This time, JATMA estimated the effects of resource usage saving and CO₂ emissions reduction through the spread of retread tyres¹ for trucks and buses in the Japanese market using the Guidelines.

For this estimation, the data on the actual sales in the Japanese market for each fiscal year was provided by Japan Retreaders’ Association.

Note 1：

Retread tyres have undergone a remanufacturing process to replace the worn tread on used tyres with new tread to help extend the life of the tyre as shown in Fig.1.

Fig.1 Cross-section image of retread tyre

(Cited from Japan Retreaders’ Association’s website: https://www.retread.jp/retread-tire/)

② Calculating resources saved through the spread of retread tyres

In retread tyre production, since the tyre casing is reused, the only new input material is tread rubber. Comparing it to new tyre production, the resource usage can be reduced by approximately 69% and the CO₂ emissions can be reduced by approximately 65% (calculated for the representative size of 275/80R22.5 in the Tyre LCCO₂ Calculation Guidelines).

Table 1 and Fig. 2 show the calculated resources saved from 2018 to 2021 in the entire Japanese market.

The retreading rate in Japan remains approximately 18%. Comparing it to a case where all the sold tyres were assumed to be new tyres, the resources saved in 2021 were approximately 44,000 tons. This weight is equivalent to that of approximately 800,000 new tyres in the size of 275/80R22.5.

Table 1 Retreading rates and resources saved in the Japanese market

		2018	2019	2020	2021
The number of tyres sold in Japan (Ten thousand pieces)	Total	671.4	665.9	599.4	648.0
	New	550.6	545.8	489.4	532.2
	Retread ²	120.8	120.1	110.1	115.8
Retreading rate³ (%)		18.0	18.0	18.4	17.9
Saved resources (ten thousand tons)		4.6	4.6	4.2	4.4

Note 2：

Statistic data provided by Japan Retreaders’ Association

Note 3：

Retreading rate (%) = the number of retread tyres ÷ (the number of new tyres + the number of retread tyres) x 100

Fig. 2 Resources saved in the Japanese market

③ Calculating CO₂ emissions reduced through spread of retread tyres

Furthermore, the CO₂ emissions reduction effects in each stage of the raw material production, raw material transportation, tyre production, and end of life and recycling in the tyre life cycle, when new tyres were replaced with retread tyres, were calculated as follows.

Raw material production stage: Calculated the difference of the CO₂ emissions released in the production of raw materials for new tyres and for retread tyres.

Raw material transportation stage: Calculated the difference of the CO₂ emissions released in the transportation of raw materials for new tyres and for retread tyres.

Tyre production stage: Calculated the difference of the CO₂ emissions released in the production processes for new tyres and for retread tyres.

End of Life and recycling stage: Based on a scenario where the export of used tyres to overseas would decrease due to reuse of end-of-life tyres (tyre casing) as retread tyres in Japan, the CO₂ emissions in the end of life and recycling stage were calculated.

Table 2 lists the CO₂ emissions reduced in each stage in the life cycle in the Japanese market from 2018 to 2021 compared to a case where all the sold tyres were assumed to be new tyres. Fig. 3 shows the CO₂ emissions reduced for the period. Among the stages, CO₂ emissions reduction of the raw material production stage is the most significant.

The annual reduced CO₂ emissions remain approximately 200,000 tons during the period. The annual CO₂ emissions reduced in 2021 were approximately 201,000 tons. This is equivalent to the CO₂ emissions released when approximately 1,100,000 new tyres in the size of 275/80R22.5 are produced.

Table 2 CO₂ emissions reduced in the Japanese market

Reduced CO₂ emissions (ten thousand tons)	2018	2019	2020	2021
Raw material production stage	11.5	11.4	10.5	11.0
Raw material transportation stage	0.8	0.8	0.7	0.7
Tyre production stage	2.0	2.0	1.8	1.9
End of life and recycling stage	6.7	6.7	6.1	6.5
Total	20.9	20.8	19.1	20.1

Fig. 3 CO2 emissions reduced in the Japanese market

Fig. 3 CO₂ emissions reduced in the Japanese market

Fig. 4 shows the relationship between the retreading rate and reduced CO₂ emissions when using the total number of tyres in 2021 as a precondition.

They are in the proportional relationship, and if the use of retread tyres increases in the Japanese market, the contributions to reducing CO₂ emissions and resource usage will further increase.

Because the current retreading rate in Japan is lower than those in other countries,⁴ it's expected increasing the retreading rate would further contribute to realizing a sustainable society.

Note 4：

Japan Retreaders’ Association’s website: https://www.retread.jp/global-standard/

Fig. 4 Relationship between the retreading rate and reduced CO2 emissions

Fig. 4 Relationship between the retreading rate and reduced CO₂ emissions

Preventing Global Warming

Application for the full disclosure version of Tyre LCCO2 Calculation Guidelines Ver.3.0

1. LCA

(1) Tyre LCCO2 Calculation Guidelines

2. Calculation of CO2 emission reductions

(1) Reduction Effect of CO2 Emissions by Reducing Rolling Resistance of Passenger Car Tyres

① Introduction

② Status of reducing tyre rolling resistance coefficients

③ The Reduction effect of CO2 emissions when tyres are in use

(2) Effects on resource usage saving and CO2 emissions reduction through the spread of retread tyres for trucks and buses

① Introduction

② Calculating resources saved through the spread of retread tyres

③ Calculating CO2 emissions reduced through spread of retread tyres

Confirmation

Application for the full disclosure version of Tyre LCCO₂ Calculation Guidelines Ver.3.0

(1) Tyre LCCO₂ Calculation Guidelines

2. Calculation of CO₂ emission reductions

(1) Reduction Effect of CO₂ Emissions by Reducing Rolling Resistance of Passenger Car Tyres

③ The Reduction effect of CO₂ emissions when tyres are in use

(2) Effects on resource usage saving and CO₂ emissions reduction through the spread of retread tyres for trucks and buses

③ Calculating CO₂ emissions reduced through spread of retread tyres