Page 1: How does the Commercial Japan Partnership Technologies Corporation (CJPT) plan to achieve carbon neutrality?

“Depending on the loading capacity, the weight of the vehicle and the driving distance, different solutions make sense,” said Pras, “We believe that multiple solutions are appropriate, and we’re trying to show that each of these solutions can actually achieve decarbonisation or reduction of carbon depending on the usage and requirements of these vehicles.”

So at present, the key to achieving carbon neutrality is in identifying the specific links in the supply chain where alternative powertrains can be embedded with the least disruption to the status quo in the respective regions. In a Singaporean context, we found the following vehicles to be best suited to our Singaporean way of life.

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Toyota LPG-HEV Taxi Concept

The Toyota LPG-HEV Taxi Concept, or “Thai taxi” as it’s badged, is perhaps the most efficacious approach to CN mobility in Singapore. Essentially, it’s a hybrid vehicle that just happens to run off LNG. Hybrids and LNG engines aren’t foreign concepts in Singapore, and the combination of both presents itself as a feasible alternative for the petrol-hybrid taxis we’ve grown accustomed to.

It also helps that the taxi concept is rife with features designed to make a cabbie’s life much, much easier. Notice the sliding door on the passenger side, large hazard button on the steering wheel, fender-mounted wing mirrors and enlarged grab handles. 

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ISUZU & Toyota FCEV Light Duty Truck

Presently, Singapore has no hydrogen filling and refuelling capabilities to speak of, so it would be some time before this FCEV truck sees work in Singapore. Perhaps when hydrogen vehicles become more prevalent on a global scale.

But from a CN mobility standpoint, utilising a hydrogen fuel cell powertrain makes perfect sense. It’s an element that the world has an abundance of, and it can be extracted from various sources – even from chicken manure-derived biogas.

Toyota is no stranger to using hydrogen as a means of propulsion, having used it in the ORC ROOKIE GR Corolla H2 concept (that’s hydrogen combustion) and the Toyota Mirai. The versatile element could even be used in other areas like the power sector as a low-carbon solution or even as fuel for a small barbeque pit, which does work as advertised.

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SUZUKI EVERY small van

With no electrified powertrain to speak of, one may wonder where the Suzuki Every slots into CJPT’s CN mobility plans. But as CJPT’s president, Hiroki Nakajima said, “We would like to contribute to improving the quality of life of people in Asia with various low-fuel consumption and high-efficiency vehicles, including small (Kei) ICE vans, HEVs, BEVs, and FCEVs.”

To that end, the Suzuki Every’s 660cc engine could be considered a high-efficiency vehicle. A small displacement van with rather generous storage capabilities that can accommodate 25 times more cargo than a moped. By all accounts, that qualifies as “high-efficiency” in our book.

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At present, the world of future mobility is still a highly adaptable landscape, immensely fluid and susceptible to changes as manufacturers scramble to seek low-emission mobility solutions. But it’s a matter of widespread adoption and the efficacy of such systems that determine a company’s success in carbon-neutral mobility. 

In the case of the Commercial Japan Partnership Technologies Corporation (CJPT), it’s not a permanent fix to achieve carbon neutrality. But it represents a big step in the right direction toward reducing our carbon footprint. 

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