June 7, 2010 · ② Showa Shell Sekiyu K. K. ③ Nippon Oil Corporation ④ Japan Energy Corporation ⑤ COSMO Oil Co., Ltd. ⑥ Oil Distribution Section, Agency for Natural Resources

-1- CHAdeMO Association June 7, 2010

June 7, 2010

Minutes of Second Meeting of the Infrastructure Workshop, CHAdeMO Association

Date and time: 13:30 - 17:00, May 27, 2010 (Thu.)

Place: Museum Hall, Electric Power Historical Museum,

Tokyo Electric Power Company, Inc

Participants present: 144 organizations, 214 persons

CHAdeMO Secretariat: Mr. Anegawa, Mr. Maruta, Mr. Ishikawa, Mr. Takagi, Mr. Wakabayashi and

Mr. Fukuoka

Proceedings:

1. Greeting by Anegawa, GM of the Technology Research Institute of the Tokyo Electric Power

Company (TEPCO) at the opening of the 2nd Infrastructure Workshop Meeting

2. Agenda

(1) “Report on the Results of the 2009 Environmental Improvement Pilot Project for the Wide

Adoption of Electric Vehicles”

- Presentation on quick charger installation challenges at filling stations in connection with the

Fire Service Act and other laws

① Idemitsu Kosan Co., Ltd.

② Showa Shell Sekiyu K. K.

③ Nippon Oil Corporation

④ Japan Energy Corporation

⑤ COSMO Oil Co., Ltd.

⑥ Oil Distribution Section, Agency for Natural Resources and Energy, Ministry of Economy,

Trade and Industry (METI)

(2) Providing Information Related to the Above (Handing of the Fire Prevention Ordinance and

other regulations for quick charging equipment)

① Prevention Section, Prevention Department, Tokyo Fire Department

(3) Quick Charger Installation Challenges at Filling Stations in Connection with the Fire Service

Act and Other Laws - Discussion on Policy

(4) Confirmed the willingness to establish a WG (or hold a Study Meeting) for discussion


(Infrastructure Workshop Secretariat)

3. Confirming the themes to be discussed at the next meeting (Infrastructure Workshop Secretariat)

1. Greeting at the Opening of the Infrastructure Workshop Meeting (by Anegawa GM, Technology Research

Institute of TEPCO)

Today, oil industry representatives will explain the pilot projects in which they are now engaged.

The Oil Distribution Section of the Agency for Natural Resources and Energy at METI will

comprehensively summarize the pilot projects.

Quick chargers are installed at, needless to say, Service Stations (hereafter “SSs”) and elsewhere, and

have a power output of up to 50 kW. With this in mind, the Tokyo Fire Department will explain how to

handle the Fire Service Act. We will discuss policy to improve quick charger-related legislation, as

chargers have emerged quite recently.

For the challenges identified in the previous meeting, after determining those which would be

time-consuming if performed sequentially, we will separately establish a working group to accelerate

such efforts. Today or at a later date, we will ask you to specify the themes in which you wish to

participate. Please note that these are not limited to those identified today; we will add new ones as we

proceed.

The CHAdeMO Association is based on the concept of meeting small challenges addressed voluntarily

by participating members. We wish to provide the opportunities to effectively solve a problem without

imposing heavy burdens on you.

2. Agenda

(1) “Report on the Results of the 2009 Environmental Improvement Pilot Project for the Wide Adoption of

Electric Vehicles”

- Presentation on quick charger installation challenges at filling stations in connection with the Fire

Service Act and other laws

① Idemitsu Kosan Co., Ltd.

- Charging a service pilot project at gas stations and elsewhere (Development and verification of a new

business model for card members using Green Electricity Certificates)

a. Background and purpose of this pilot project

With environmental improvement via electric vehicles (EVs) as the key goal, a sustainable and

constructive business model must be established for service stations (SSs) so as to play the role of


providing a wide range of charging infrastructure services in the future.

In order for the SSs to maintain this role, a business model allowing not only EV charging but also

reduced power consumption at SSs, and the wider adoption of a green energy infrastructure must be

established. To identify challenges linked to the development of the same, we have decided to conduct

a pilot project for a new business model involving the issue and distribution of Green Electricity

Certificates among card members for power from solar generation at SSs.

* Green Electricity Certificate:

The concept of “Carbon offset”, which gathers the most attention, applies to electricity itself. Issuing a

certificate for the electricity generated by natural energy and purchasing the latter enables the

electricity you consume to be regarded as natural energy.

b. Overview of the pilot project

To reduce power consumption at SSs, photovoltaic units and LED lights have been installed. For

photovoltaic generation, a remote monitor is used to collect data to check whether a Green Electricity

Certificate can be issued.

Not only EV charging equipment installation but also EV rental businesses have been tested. The

demand or need for these services has been checked to assess their commercial feasibility.

At present, at the Kohoku New Town, the ETC is used to bill for and settle gasoline refills. This

technology applies to the EV charging service at the five SSs within Kanawaga prefecture, namely,

ETC that is used for authentication, billing and settlement.

The procedures for receiving the ETC charging service is as follows: When a driver stops his/her EV in

a charging area where ETC equipment is located, while on board, the ETC will authenticate the driver.

If successful, the charging equipment lock will be released after billing and settlement, which enables

the driver to use the equipment. Subsequently, the user attaches the charging nozzle to the EV to charge

it, just as he or she does when fueling at a SS. If the ETC fails to authenticate, the user uses a billing

and settlement system via an IC card.

The Idemitsu Kosan Co., Ltd. Group has administered the entire pilot project as owner, and conducted

it in collaboration with their partners, such as the Nomura Research Institute.

The pilot project was conducted for about five months, from October 27 last year to March 20 of this

year. We have successfully obtained a large amount of data by having EV rental users try out quick

charging, despite the short period.

c. Verification of the pilot project

The following points were verified for the pilot project:

(a) Feasibility of the Green Electricity Certificate application and the economic efficiency of the


energy-saving effect

(b) Feasibility and economic efficiency of providing products and services with a Green Electricity

Certificate attached

(c) Feasibility of the authentication and the billing and settlement system for the ETC charging service

(d) Feasibility of end-user management (sales) for Green Electricity Certificates


d. Verification method and the results of the pilot project

We needed to solve the Fire Service Act problems and it took time for us and the supervisory fire

station to understand how the quick charger works, as we had never previously installed the same. In

addition, costs were incurred in meeting the Fire Service Act requirements. We have ascertained that

the infrastructure can be basically installed minus any major issues and work as intended according to

the business model assumed in this pilot project.

Future challenges lie in ensuring that the fire station in each municipality possesses a proper

understanding and recognition of the Fire Service Act standard.

A questionnaire survey on the ETC charging services, etc reveals that:

(a) In response to the question “Up to how much would you pay for the quick charging service?”,

more than half the respondents responded about 400 yen, and more than 80% responded that

paying for the quick charging was inevitable. They were able to accept it as being as costly as

gasoline.

(b) In response to the question “What do you prioritize when selecting an EV charging place?”, their

unanimous response was vicinity, namely, how near the charging place was. The next most

important element was the price.

(c) In response to the question “Was the charging service easy to use in comparison to self-service

refills?” About 70% of the respondents had a favorable impression of the self-service charging.

The ETC charging service can be more easily combined with the Green Electricity Certificate than

other SS commodities and services, and has a greater affinity for business modelｓ utilizing the same.

A questionnaire survey on EV rentals reveals that:

(a) In response to the question “Why do you use EV rental?” 80% of the respondents responded that

they were attracted to EVs because of the popular controversy surrounding this new technology..

(b) In response to the question “Is an EV comfortable to ride in, or would you ride in it again?” most

respondents responded that the EV was comfortable and that they had a desire to ride in it again.

(c) In response to the question “Up to how much would you pay for the EV rental?”, about 40%

responded that ¥200 - 1,000 per thirty minutes for the Corolla class was acceptable.

(d) In response to the question “For what purpose do you usually use an EV rental?” about 40%

responded for daily routine duties, including shopping, and about 30% answered for leisure

driving. .

If an EV rental service was provided, about 48% of users would wish to use it for daily travel, such as

for shopping and work. Seeing that about 40% wish to utilize them on weekdays and about 60% on

weekends and holidays, the demand seems to be evenly distributed over the week. The EV rental


service is expected to be used not only for leisure purposes on holidays, but also for commuting on

weekdays, indicating that a certain vehicle operation rate may be easily achieved.

A questionnaire survey concerning the extent to which they wish to use goods and services with a

Green Electricity Certificate attached reveals:

(a) In response to the question “Do you know the Green Electricity Certificate system for reducing

CO2?” about 50% responded that they knew it only by name.

(b) In response to the question “Via which method would you like to consider contributing to the

environment using the Green Electricity Certificate?”, answers such as “contributions through the

purchase of goods or services, the price of which includes the Green Electricity Certificate charge”

and “contributions through a system that allows for the exchange of, for example, credit card

points for a Green Electricity Certificate” accounted for about 30%, respectively, which largely

surpassed the response of “purchase of a Green Electricity Certificate itself” (approximately 6%).

Although the recognition of the Green Electricity Certificate remains relatively low (about 20%), about

60% of card members would accept payment for the charge, indicating that people are more willing to

pay for the Green Electricity Certificate. It is therefore likely to be combined with non-demand

services, such as car washing and car rentals, and eco-friendly EV-related services, such as charging

and EV rentals, indicating that EV-related services and the Green Electricity Certificate have a high

mutual affinity in this business model.

(3) Acceptability of SS operators

If this business model were incorporated at five SSs from the beginning of 2009 to the end of 2015, the

initial investment cost per SS would be ¥34.2 million, and the expected profit would be ¥17.61 million,

indicating that a shortfall of ¥16.59 million would have to be filled prior the business model realizing a

profit. Despite this estimate, profits may be possible if the cost of the photovoltaic generation facilities,

charging equipment, related authentication and the billing and settlement system is reduced.

To commercialize the pilot project in the near future, numerous hurdles must be overcome in terms of

economic efficiency. However, such commercialization may be possible if the cost and legislature

challenges are addressed, and a certain level of customer demand along with the willingness of

customers to use the charging service just as much as they would use self-service gasoline is

confirmed.

We will continue to provide the charging service after the end of this pilot project in order to perform

pilot tests for paid charging services.

(Questions and Answers)

About 10% of respondents responded that they did not wish to re-use the rental EV. This was due to the

lack of a charging infrastructure and concerns concerning a lack of electricity while driving. The actual


continuous running range is shorter than quoted due to use of the air conditioner. The general belief is

that the charge of electricity will run out faster than expected.

The cost of installing a charger, including the charger itself, is approximately ¥7 million.


② Showa Shell Sekiyu K. K.

- Pilot project for charging services and car sharing for electric vehicles (EVs)

a. Introduction

The charging service pilot project has made us realize or become acutely aware of the lack of a

charging infrastructure available to users. I will strongly insist that drastic measures be taken to

improve this situation.

We had assumed that the current service stations could be utilized as future energy supply centers

capable of supplying energy to next-generation vehicles, but this was not the case. Regulations, as set

forth in laws concerning the handling of hazardous substances, hinder the realization of such SSs. We

are now engaged in this project, hoping to be able to create SSs that can supply energy to any type of

vehicle by installing a wide range of chargers, including those supplying hydrogen.

b. Pilot project themes

The pilot project period of Showa Shell Sekiyu is from November 11, 2009 to August 2, 2010 with the

following themes:

(a) “Quick charging system PV + battery”: Engaged in the development of a quick charger combined

with photovoltaic generation and an on-board lithium ion battery.

(b) Verification of optimum charging equipment and methods: Consider optimum charging equipment

and methods from the perspectives of users or charging service providers.

(c) “Map information provision and charging reservation service”: Provide charging service

information and enable reservations, etc. from car navigation systems, PC terminals and mobile

phones.

(d) “EV car sharing”: Consider whether car sharing, including of gas-powered vehicles, is feasible as

an SS business.

(e) “Energy Management System (EMS)”: Install an energy management system at Shonan Fujisawa

SS to collect various power data, as well as consider what type of power consumption patterns

could potentially occur or what kind of energy saving methods can be used when various kinds of

charging service devices are additionally installed in the future.

(f) “Provision of an environmental value (Green certificate)”: Consider the methods for returning

benefits to EV users and charging equipment providers by quantifying the CO2 reduction effect.

(g) “IT system (authentication and billing)”: Consider a service to provide information interactively by

building an authentication and billing IT system that will collect data from the quick chargers in

real-time.

Charging equipment has been installed at the following SSs:


Shonan Fujisawa SS (Kanawaga pref): Quick charger (50 kW)

Kobuchi SS (Kanawaga pref): Quick charger (30~50 kW)

Niigata Higashi SS (Niigata pref): Quick charger (30 kW)

Ariake hydrogen station (Tokyo metro): Quick charger (30 kW), relocated from Shonan Fujisawa

Shonan Fujisawa SS (Kanawaga pref): Double speed charger (200V)

Kami-nakazato SS (Kanawaga pref): Double speed charger (200V)

Underground parking of the head office at Daiba (Tokyo metro): Double speed charger (200V)

c. Results of the pilot project

The quick charger at Shonan Fujisawa SS was replaced to connect it to the authentication and billing

system. The replacing quick charger is divided into two parts: the charger body and stand. A FeliCa

card is used to authenticate individuals.

Car sharing has also been implemented at Shonan Fujisawa SS. There is a building which was once

used as a coffee shop between the charging service and car sharing sites. The FeliCa card is also used

for car sharing authentication, as for the quick charger service, allowing users to receive both services

via a single FeliCa card.

The premises now housing the car sharing service were part of Shonan Fujisawa SS. However, we have

a rule that vehicles involved in actions other than receiving power must not be parked at within the

filling station premises. Following this rule, we enclosed the entrance of the coffee shop with a steel

fence to enable us to regard these car sharing premises as outside the filling station and hence provide

the car sharing service.

You can visit the “Charger Reservation Web Site” from the Showa Shell Sekiyu web site. The

following steps should be used to make a reservation:

(a) Select the EV station where you would like to charge your EV.

(b) Check the availability information of the EV station.

(c) Make a charger reservation by selecting the desired date and time.

Note that general users participating in this pilot project perceived a lack of quick charging stands

available to them. We received various opinions from monitors, some of whom said “There was a

quick charger installed in the premises of a convenience store, but it was unavailable as a gas-powered

vehicle was already parked in the charging space.” Another said “I know that there was a quick charger

within the municipal government premises but I could not find it.” There was also the comment that

“When I parked the EV in a parking space, the quick charger displayed an error message and I could

not charge the car as I did not know whom to contact for recovery.”

Given the above circumstances, many believe that a quick charger should be installed at gas stations,

SSs are preferable because they provide a sense of security, whereby a permanently-deployed SS crew


member will help you when you are at a loss, and because the SSs operate 24 hours a day.

The reasons why the charging service is not yet commercially feasible and the challenges that must be

overcome:

(a) The excessive charging equipment installation cost.

・ The equipment installation cost is high. (For quick chargers, approximately ¥5 ~ 10 million)

・ A quick charger has a power output of 50 kW, but most SSs have power contracts of less than

50 kW or so, which means SSs capable of installing such quick chargers are limited.

・ Maintenance, management and running costs are incurred after installation. (For a quick

charger, costs of up to ¥50,000 – 80,000 are incurred monthly, including the electricity basic

rate and maintenance costs)

(b) Neither EVs have been widely adopted and whether or not they will be remains uncertain.

(c) Charging is presumably performed mainly at home or work with the use of an external charging

infrastructure being limited.

(d) There are no prospects for business profitability and cost recovery.

(e) There is no means of billing and collecting charges. (Installation of charge billing and collection

systems takes time.)

(f) There are cases in which installation is difficult due to space problems or Fire Service Act

regulations.

We are very concerned that unless drastic measures are taken, the charging infrastructure drastically

needed by users will not be widely adopted. In addition, a mechanism in which SSs can obtain money

even if no EVs visit them, such as a membership system, will be needed.


The quick charger is equipment that operates on DC voltage for rapid charging , while the double speed

charger uses an AC 200V outlet and a full charge takes about ten hours. Quick chargers, which can

rapidly complete charging, are preferable at gas stations.

As there were few accesses to the Charger Reservation Web Site during the pilot phase, we created

scenarios to have the monitors experience them.

③ Nippon Oil Corporation

- About self-service quick charging at ENEOS EV charge stations

a. Overview of the pilot project


In this pilot project, 20 i-MiEVs were lent to our customers (user monitors) as their private cars for six

weeks to conduct a survey on driver and user needs. The five themes to be verified are as follows:

◇ Provide quick charging services at service stations

◇ Provide EV car sharing with service stations as centers

◇ Provide charger location and availability information via a car navigation system (in Aomori

prefecture)

◇ Provide a quick charging service using solar-generated electricity (in Kita-Kyushu city)

◇ Provide additional services during the quick charging

The pilot project period was from November 11, 2009 to the end of May in 2010.

A quick charger was installed in 22 nationwide EV charge stations for verification.

We had a user monitors’ daily quick charging experience by lending an EV to 45 user monitors and

conducting EV sharing among 137 user monitors from 90 families at three venues. The quick charger

was installed at a station mainly in the Keihin district, which is approximately 10 km away from the

next nearest unit. This installation was based on the assumption that the next EV charging station

within thirty minutes would be accessible if driving at 10km per hour, and that the 10 km would be a

distance which users would be happy to drive.

We prohibited the monitors from using gas-powered vehicles in favor of letting them use the EVs as

their own private cars, and assigned a monitor to each SS to have them participate in the survey. We let

them use their assigned EV freely in the first half of the lending period, and then held a meeting to

exchange opinions. In the latter half of the period, we had them verify a theme given to them. Each

time they rode in the car, they were asked to answer a questionnaire survey on the web site covering 70

items, including the usability of the quick charger or what they were doing during charging.

b. Quick charging service system for this project

The POS system for ENEOS service stations was customized to create a quick charging service system

for EVs.

◇ POS was used to complement the functions of the quick charger.

◇ Information on quick charger operations, including authentication, charging and settlement, was

collected and sent to the external POS.

◇ Quick charger usage information was collected at the POS, displayed on the monitor in the

stations and delivered to the navigation center.

◇ When a quick charger ceased to operate (froze), a staff member reset the charger from the POS

after taking designated safety precautions.

c. Results of the user monitor survey


The user monitors evaluated their EVs as follows:

(a) As for the EV’s running performance, its acceleration capability achieved by utilizing the motor

drive with its unparalleled quietness was highly appreciated.

(b) The average electric mileage was 5 - 6 (km/kWh) when driven by ordinary housewives, which

differed significantly from the catalog value of 10 (km/kWh).

(c) When the charging level was at the 5th tick mark on the scale, drivers wanted to charge. When at

the 16th (30%), drivers felt they had to charge. This indicates that the lower limit of the charging

level, above which drivers can drive with peace of mind, was 30%.

Therefore, the distance an EV can run on a full charge (100%) was 60 km [60 km＝16 kWh×

(100%－30%)×5 km/kWh]. The distance at charge level (80%) was 40 km [40 km＝16 kWh×

(80%－30%)×5 km/kWh].

The average number of charges by user monitors during the trial period (six weeks) was 18, with the

charging site component ratio being 60% for the home, 30% for ENEOS SSs and 10% for other

charging sites. Charging was performed at home more than expected because of an average of 8 km

between home and SS; dropping in at an SS before returning home would mean consuming 10% of the

electric mileage. We initially assumed that the distance between quick chargers should be 10 km, but

people will not access SS frequently, unless it is slightly less.

As shown by the charging site component ratio, the user monitors primarily charged at home, but the

charging environment there was found to be poor with breakers tripping and anxiety over being the

victim of mischievous behavior. It also became clear that in addition to the charging, a hitherto

unaccustomed action, the need to ensure effective charging via a charging plan, including having to

know where chargers are located, tended to stress users.

Many believe service stations are appropriate as EV charging centers because the presence of many

staff members familiar with vehicles provides a sense of security. During the monitoring period, we

asked the user monitors to also charge EVs at non-SS locations. Whenever a monitor tried to charge

using an outlet at a coin parking lot, a breaker tripped, causing an outage. Whenever another monitor

tried to charge at a shopping mall, considerable electric mileage was consumed before finding the

quick charger. All these factors combined seemed to make them feel more secure at SSs, where staff

are present..

The quick charging requirements are based on the following:

◇ Poor home charging environment, including collective housing, contracted power problems,

concerns about bad weather, etc.)

◇ Poor at maintaining a certain battery level.

◇ The desire to shorten the charging time at home by using a quick charger effectively.


◇ The desire to charge urgently when, for example, taking an excursion during the weekends

We conducted a survey on the billing methods for self-service quick charging. The results showed that

time-based pseudo billing (yen/min) caused dissatisfaction because the charging time varied,

depending on the charging environment or vehicle conditions, despite the same amount of electricity

being charged. The charging quantity-based billing (yen/kWh) was popular due to being easily

understood – since it is based on the same principle as the electricity charge - or fairer. Note that we

face a further challenge in that we must be an electrical power supplier, as set forth in the Electricity

Business Act, before we can provide quantity-based billing.

When asking about the rate per charge, many responded that around ¥500 was acceptable. However,

taking into account the fact that the charging service was actually used twelve times a month, many

respondents responded that ¥6000 per month was unacceptable, since it amounted to almost the same

as gasoline, even if the one-time cost was ¥500. A monthly flat rate system follows the quantity-based

system as a preferable system.

The results of the survey on the quick charger itself reveals that many people were dissatisfied with

how the quick charge cut out when the charge level reached 80% and with the layout of the charge,

including the need to climb over the charging cord. As for the layout, the charging gun storage location

and/or the need to extend the operational height in accordance with the Fire Service Act were

problematic. In the future, downsizing, as well as enhanced durability and explosion-proofing, will be

needed.

As for the charging gun, its heavy weight, due partly to the mass and rigidity of the charging cable, was

evaluated most negatively. As for the evaluation of the connection to a vehicle, many requested that it

should be possible to confirm whether it was successfully inserted or not via a light or sound signal.

d. Future challenges

A high density installation is required for the quick charging infrastructure layout due to the short

continuous running distance involved (Capacity of the driving battery).

Existing service stations have difficulty in securing EV quick charging spaces that meet installation

location requirements, as set forth in the Fire Service Act. In addition, quick chargers should be

elevated as a measure against lingering flammable vapor and in addition to installing monitor cameras

and intercoms, further safety measures should also be taken. A function to notify the staff of the quick

charger status should also be developed.

If quantity-based billing (yen/kWh) is used for the quick charging service, flat-rate monthly billing

should also be considered to solve problems related to the Electricity Business and Measurement Act.

The operability and durability of the charging guns and connectors should be improved.



As for the evaluation of the willingness of EV users to purchase an EV, one of the 45 monitors had

already made a reservation for an i-MiEV, and most responded that they would purchase one if the

price were reduced to half the current amount (somewhere between ¥2-3 million), and the continuous

range were extended to 300 km or more. Many people said that they would purchase it as a second car.

Housewives accounted for 70% of the pilot test monitors, most of whom were in their thirties and

forties. Of course, male monitors were also present. These were selected from families, since this pilot

test was conducted on the assumption that EVs had already become widely disseminated. In our own

pilot test, which will be conducted from June onwards, we intend to use those who drive long distances,

those with an SS near their homes and corporate users as trial monitors.

The questionnaire survey contains an item concerning the emergency stop of a quick charger. This was

caused not by users but by a defect in the charger system, which has already been fixed.

The average amount of electricity per charge according to user monitors was 5 kWh and the charging

time was about 15 minutes. Initially, we thought that they would go shopping, as we assumed a

charging time of about 30 minutes, but most actually spent time in the guest room.

Initially, the monitors were slightly concerned about charging in the rain, but there was no special

problem, as these areas were covered by a training meeting, etc. However, for car sharing, where the

charging gun remained connected when returning the vehicle, the water that accumulated in the

receiving cup of the i-MiEV prevented the vehicle from being charged. SS staff members thus had to

expend extra effort in getting the water out of the cup..

Many thought the monthly charge should be around ¥5000 per month if a monthly flat-rate system

were introduced. Others believed a usage-based rate plan should be provided. Time-based billing was

seen as very unfair. We implemented charging systems of ¥40 per minute, or commencing with ¥500

for the first minute and then ¥15 per additional minute, depending on the elapsed time, both of which

were very unpopular.

As for how the charge waiting time was spent, 70% fiddled with their mobile phones in the service

room. When we installed a PC terminal in the service room to provide a service which allowed them to

obtain a TSUTAYA coupon, it was very popular. We also received comments, such as “I would like to

have a coffee” or “I would like to be able to use a massage chair.” The remaining 30% included

housewives who went shopping at a nearby supermarket.

Data delivery to the user monitors was at the discretion of the METI. All the user monitors

participating in this project lived in houses.

④ Japan Energy Corporation

- About JOMO e-Support Services


a. Overview of JOMO e-Support Services

This pilot test focused on the feasibility as an SS business model, which we called “JOMO e-Support

Services.” The Services consist of three different services: Charging, call center, and car washing with

light maintenance services, which were to be sold as a package.

Two quick chargers, five ordinary 200V chargers and five outlet boxes were installed for the charging

service.

The call center service operates 24 hours a day to provide charger location information and arrange

towing services if electricity runs out while in transit.

The car washing and light maintenance services, which had originally been provided at SSs, were

provided free of charge.

The pilot project schedule was as follows: Installing charging equipment, establishing a call center, and

commencing member recruitment on January 18, Collecting charging and service usage data from

February to April, Conducting a questionnaire survey at SSs from April 16-18, Conducting a

questionnaire survey to EV users and those in charge of general affairs at corporations, and holding an

interview with SS managers from April to May.

b. About the charging equipment

The quick charger installation cost is approximately ¥10 million, of which the cost of providing the

service at an SS is approximately ¥3 million, meaning each quick charger can be installed for ¥7

million. This can be slightly reduced if subsidized. An ordinary 200V charger costs ¥1.4 – 2.4 million,

but outlet boxes would cost ¥670,000 - 940,000.

The challenges facing charging equipment installation work and improvement measures are as follows:

(a) The investment for a quick charger can be as high as ¥9.7 million.

Of the investment, a cost of approximately ¥3.2 million was incurred to meet the requirements set

forth in the Fire Service Act, establish a customer authentication system and alter high-voltage

receiving facilities (from 50 to 100 kW). A quick charger with a power output of about 20 kW

power would not have required any alteration of the high-voltage receiving facilities.

(b) The installation cost of ordinary 200V charging equipment was as high as ¥1.4 - 2.4 million,

including customer authentication. The cost can be reduced to ¥670,000 - 940,000 if only outlet

boxes are installed. Customer authentication need not be provided if measures are taken to meet

emergencies, including a running out of electricity while in transit.

(c) The guidance for the Fire Service Act dates back as far as March 29, 1994 when Shobo-ki Notice

29 was issued (before self-service SSs started to operate in 1998). In response to the results of this

pilot project, the charger installation criteria within an SS must be reviewed.


(d) The increase in the basic rate due to quick charger installation was as high as ¥200,000 - 250,000 a

year. Theoretically, an increase of up to ¥500,000 a year is required, meaning some measures must

be taken to alleviate the burden of the increase in the basic rate.

c. Quick charger management system

The following services are provided by issuing a membership card (FeliCa card) to EV users:

◇ User authentication (identification) when using a quick charger

◇ Real-time provision of quick charger availability information (Call center service)

◇ Retrieval of quick charger usage records (time and power) (Billing conditions and verification of

business feasibility)

◇ Monitoring status when using a quick charger (Charging state monitored by SS crew)

◇ Detection and notification of abnormal conditions in the quick charger (Notice of danger to SS

crew and charger users)

◇ Shopping using a credit card (selling SS goods and services using credit cards)

We have confirmed the existence of the following challenges (or improvement policies) facing the

proper implementation of these services:

◇ Achieving cost reduction by integrating the authentication system with a quick charger.

◇ Improving authentication speed, since authentication via a FeliCa card takes 5 – 10 seconds, which

gives EV users the impression that an error has occurred.

◇ Adding a billing system to the authentication system.

◇ Centralized provision of charger locations and availability, and failure information is preferable.

d. EV drive test

Three i-MiEVs and one plug-in Stella were purchased for use as internal commercial vehicles to collect

data. The average electric mileage was 5.32 (km/kWh). We failed to achieve the specifications detailed

in the catalog.

e. Membership system, charging service and additional services

EV users charge at home or the company on a daily basis and use an SS for charging for long distance

or for urgent needs such as to prevent electricity from suddenly running out while in transit. Taking this

into account, a membership system in which we can get money from customers even if they do not

charge is found to be the only one feasible.

The billing function test featuring the participation of 13 corporations and one individual user was

performed until the end of May 2010. 56 tickets were issued, of which the charging service was used


by seven members, and additional services 17 times (car washing 14 times and the call center twice).

According to SS staff members, few people use additional services, such as car washing, in addition to

the charging service for 30 minutes.

f. Various surveys

We visited the heads of general affairs at member corporations to verify how the EVs were being used.

There were cases in which the member corporations assigned one EV per employee and others in

which they assigned one EV to several employees. In the former case, we sometimes received

unfavorable criticism for the short continuous running distance, while in the latter, there were

comments such as “we do not use it much” or “we make it a point not to drive too far”, because of their

concerns regarding the continuous running distance.

We conducted a questionnaire survey of EV users who visited SSs with ordinary or quick chargers

installed. 97% of the respondents positively evaluated SSs as a charging facility. This is because they

were value-style SSs, in which customers could relax by reading magazines, using a massage chair or

having coffee.

A questionnaire survey conducted among 31 EV drivers reveals that:

◇ They usually charged at home or work, but when going out, they used charging equipment, such as

at SS and convenience stores.

◇ People were concerned about or dissatisfied with EVs for [1] Reduced charge level when using the

air conditioner (14 persons), [2] Lack of electricity while in transit (9 persons), [3] Charging time

(8 persons), [4] Short continuous running distance.

A questionnaire survey conducted among gas-powered vehicle users (potential EV users) revealed that:

◇ As many as 66% of respondents responded that they were interested in EVs.

◇ About half would like to buy an EV if the price were reduced to somewhere between ¥2-3 million.

◇ As for the form of parking lot, 46% of those who wished to purchase an EV presently live in

houses and 41% in condominiums. There were also a few people living in collective housing who

also wish to buy an EV.

◇ As for the charging rate, 46% would use the charging service if it were lower-priced, 36% if the

charging rate were the same as that of gasoline, and 15% even if the rate were higher than that of

gasoline.

◇ About 70% responded that they would use SSs after purchasing an EV.

◇ The services used at an SS after purchasing an EV would be charging (45%), car washing (30%)

and inspection and air pressure monitoring (24%).

In the managerial interview, we heard that one individual brought a mobile PC with him/her into the


room to work during charging.

In this pilot test, we obtained a small amount of data due to the small number of EV users involved, but

people with a membership card used our services. The problem of how to address the paid charging

service represents future challenges.

During this pilot period, we focused on only a limited number of corporate users. Henceforth, we will

continue with this pilot test, focusing on individual users, the number of which will increase in the

future.


We will provide a charging service free of charge within this year, as EV sales targeting individual

users will start from now, and the sales of the Nissan Leaf begin in December.

⑤ COSMO Oil Co. Ltd.

- EV charging service pilot project at service stations

a. Pilot project themes

Themes for contracted business:

◇ Installing and operating quick and ordinary chargers at SSs and providing a charging service to EV

users

◇ Developing an EV lifecycle package

* We have engaged in the development of the services for EVs that are similar to those for

gas-powered vehicles, which will no longer be necessary.

Themes for voluntary businesses:

◇ Building an authentication and billing system

◇ Building a Green Electricity Certificate issue system

We have conducted a pilot project focusing on the above four themes.

b. Charger location

We have installed chargers in three districts, Tokyo metropolitan, Kanagawa prefecture and Sakai city

(Osaka). For Tokyo, a quick charger has been installed at one site and an ordinary charger at another.

For Kanawaga, a quick charger at four sites, and an ordinary charger at one site have respectively been

installed. For Sakai, a quick charger at one site has also been installed.

c. Installation work involving quick chargers at filling stations

Installation work for quick chargers at five SSs in Tokyo and Kanagawa:


◇ The installation cost per SS was as much as ¥8.6 to 15.6 million. Although the cost was subsidized

by a ¥1.75 million amount received for two of the five SSs, it was still high.

◇ The average installation work period was 11.2 days (Longest: 15 days, shortest: 9 days). This is a

considerable task for SSs

◇ The SSs shut down for about 12 hours overnight due to the replacement of transformers in

high-voltage receiving facilities. At some SSs, the burial of cables hampered certain operations,

such as the regulation of traffic within the premises.

◇ In order to install a quick charger within filling station premises, changes to specifications, such as

increasing the wall thickness of the quick charger, were necessary. The fire station instructed us to

enforce safety measures stricter than those for self meters.

◇ Quick chargers had to be installed outside the “fueling open area”, where gasoline can safely be

pumped. The installation location was also restricted based on the distance between the quick

charger and oil-containing equipment, such as underground tanks. These restrictions set forth in the

Fire Service Act forced the quick chargers to be installed within very compact areas, making it

extremely difficult to install multiple quick chargers, even if EV demand were to increase in future.

d. Quick charger installation costs at filling stations

The power transformers at four of the five SSs needed to be replaced, the cost of which was as follows:

Quick charger costs, including an authentication system, was ¥5.8 million (48%), electrical and civil

engineering works, including safety measures, ¥5.5 million (46%) and sign work ¥700,000 (6%).

Reducing the cost of the installation work and equipment itself was a challenge.

e. Safety measures involved in the quick charger installation at filling stations

The safety measures involved in the quick charger installation at filling stations included the

installation of an intercom or monitoring camera, the installation of a patlite signaling any quick

charger abnormalities in the guest room, and the installation of a fire extinguisher and pole to prevent

crashes. Of these safety measures, although the installation of a patlite is not required, even for

self-service SSs, mandatory installation was instructed by the fire station.

f. Installation location of quick chargers other than filling stations

Places in which quick chargers cannot be installed due to regulations other than those set forth in the

Fire Service Act include buildings and self-service car-washes due to guidelines, as well as restrooms

and car washing spaces.

Places in which quick chargers cannot be installed due to the regulations set forth in the Fire Service

Act include fueling or lubricated open areas, the ground above the underground tank, within 3m of an

oil hole, within 1.5 m of a vent pipe, within 2m of a road, and within 3m of a building. All these factors

severely limit the quick charger installation space, even within a large SS, making it impossible to


select an installation location for customers’ convenience, etc.

g. Billing charging service

A questionnaire survey conducted among EV users reveals that no respondents would cease using the

charging service if it became a paid service. Conversely, 52% responded that they would use the

service, depending on the charge. All this indicates that users would closely monitor the charge rate of

the charging service when it became a paid service.

Users who prefer billing based on the amount of electricity charged (kWh) accounted for 61%,

showing that many people think that the electricity charge should be based on a “pay-as-you-go” model,

just like gasoline charges. No users (0%) preferred charging with time-based billing.

When confirming the correlation between the charging time and the amount of electricity charged,

there was a difference of up to five times in terms of the amount of electricity charged over the same

charging period, which indicates that, with comprehensibility and/or fairness on the user side taken into

account, the charge setting should be based on the amount of electricity charged (kWh). Note that the

amount of electricity charged per charge was 4.2 kWh and the charging time was 12 minutes and 56

seconds. There is a tendency to use up the charged capacity when driving an EV as you become more

conversant with EV performance, hence the amount of electricity charged per charge and charging time

would increase accordingly.

The charging rate considered reasonable by EV users is approximately ¥3,000 per month, regardless of

whether they wish to be billed per charge or via a fixed rate for unmetered charging. According to a

questionnaire survey, most users responded that the charging service rate per charge should be about

¥500, and averaging the range of suggestions, from ¥50 to 2,000 resulted in ¥450. Conversely, as for a

monthly fixed rate for unmetered charging services, most users said it should be ¥3,000, and averaging

the range of suggestions, from ¥500 to 10,000 resulted in ¥2,400.

h. Policy to reduce the quick charger installation cost

Assuming that the quick charger installation cost of about ¥10 million is shared among EV users, each

user must bear ¥20,000 per month, which significantly exceeds the monthly rate of ¥3000 as indicated

in the questionnaire survey. The charging service is therefore not commercially feasible given current

installation cost. A reduced installation cost is absolutely imperative for the installation and wide

adoption of quick chargers, as requested by EV users.

Policies to reduce installation cost:

◇ Expect equipment manufacturers to reduce the cost of the equipment itself

◇ Devise installer selection methods, such as bids, to reduce the installation work costs

◇ A mechanism in which beneficiaries bear the installation costs is needed.


* The beneficiaries include auto manufacturers, auto dealers, power companies and charger

installers, such as SSs and EV users.

According to a questionnaire survey, most respondents stated that quick chargers should be located in

SSs. This is because the latter operate 24 hours a day, staff are on hand and they can be used without

hesitation. To meet EV users’ requests, we should provide an environment in which quick chargers can

be installed in SSs. We will continue to study and consider this matter.

We will also continue this pilot test in June and the subsequent months to follow. We hope that many

people will subscribe to our card system for the charging service.


The amount of electricity charged by a quick charger over a single charging period can vary by up to

five times. This is due to the characteristics of the lithium ion battery. More specifically, it depends on

the remaining battery level of an EV when visiting an SS.

⑥ Oil Distribution Section, Agency for Natural Resources and Energy, Ministry of Economy, Trade and

Industry (METI)

- Survey of laws or ordinances related to next-generation service stations and business challenges

a. Introduction

The Oil Distribution Section oversees gas stations (SSs) at the downstream end of oil distribution. SSs

have supplied oil products to consumers, but EVs are expected to be widely adopted from the

perspective of energy-saving and new energy. To ensure the SS industry responds properly to such

environmental changes, we are now engaged in a pilot project, keeping the serious adoption of EVs in

mind.

To avoid the charging service from being perennially unprofitable, we are now considering what

desirable characteristics of the next-generation SSs should be on an everyday basis and targeting a

move from a cost center to a profit center.

b. Background and purpose of the survey

With a view to establishing a comprehensive energy dealing business that optimally exploits SSs, we

held seminars concerning “How Next Generation SSs Should Be” during the period from February to

March in 2009 to consider how the next-generation SSs should be deployed, and identify and organize

the challenges of related businesses and systems.

The identified challenges are as follows:

◇ Social system-related and technological challenges: Considering desirable charging methods and

the establishment of a feasible membership-based business model.


◇ Systematic challenges: Improving an environment in which charging is provided at low cost

◇ Business challenges: Considering the deployment of services, such as solar panels. Industrial

efforts (Establishing a consumption pattern)

Major efforts to solve the challenges are as follows:

◇ Conducting a charging service pilot project at gas stations and elsewhere.

◇ Survey on laws or ordinances related to the deployment of next-generation service stations and

their business challenges.

◇ Development of human resources for the next-generation SSs.

c. Services expected to be provided by the next-generation SSs:

Services expected to be provided at the next-generation SSs include charging, information, car care,

rental car/car sharing and photovoltaic generation, all of which are covered by the pilot project.

d. Current status and challenges of laws and regulations related to the next-generation SSs

SSs in Japan are subject to the regulations set forth in the Fire Service Act as centers handling

hazardous substances, which should be taken into account when an SS installs a facility that does not

handle hazardous substances or deploys a non-fuel business. With this in mind, we have clarified the

relationship between the services provided by the next-generation SSs, including fuel supply to EVs,

and the Fire Service Act, plus related laws or ordinances.

Laws or ordinances that are related to the next-generation SSs include:

◇ “Operational Guidelines, Including Technical Standards, of Charging Equipment Installed at

Filling Stations” (Notice) (199) (Government ordinance Article 17.1.22 and Ministerial ordinance

Article 25.5) applies to fuel supply to EVs.

This requires us to provide a dedicated space to charge an EV around a charger.

◇ Article 59 of the Industrial Safety and Health Act (Rules Article 36.4) applies to training and

inspection registration for EV maintenance and inspection

Special training for low voltage (750 volts DC or less) handling tasks must be provided for EV

maintenance and inspection.

◇ Article 80.1 of the Road Transportation Act applies to the EV sharing/rental car service business

license.

A Private Automobile Rental Business license is required for the EV sharing/rental car service

businesses.

A list of related laws and regulations is as shown in the distributed material.


We have identified and organized how laws and regulations applied to the next-generation SSs,

including elevation upon quick charger installation, are actually implemented, system and

operation-related challenges and improvement requests via feedback from operators participating in the

2009 Environmental Improvement Pilot Project for EV Wide Adoption.

For example, concerning the elevation rules for quick charger installation, we found that a quick

charger is, in principle, elevated 600 mm from the floor surface. However, the distance varies,

depending on supervisory fire stations, and must therefore be addressed on a case-by-case basis.

Throughout the hearing, we found that we have the following fire-station related challenges: the station

staff are still not yet fully aware of the handling of electricity, obtaining permission takes time, and it is

difficult to estimate the cost.

Despite our survey on overseas laws and regulations related to next-generation SSs, we have found few

cases in which chargers are installed in gas stations or equipment similar to the quick charger in Japan

is installed elsewhere. We thus have no benchmark cases to reference. (In the US, there is only one SS

in California)

The current status and challenges involved with laws and regulations related to the next-generation SSs

are summarized as follows: When installing charging equipment, fire stations respond differently,

depending on municipalities*, and respond very cautiously as quick charging equipment has only

recently emerged. To improve SSs as a form of central infrastructure to provide the charging service,

understanding and enhanced recognition by the fire station are required in each municipality of quick

charging equipment.

* For example, Operational Guidelines, Including Technical Standards governing Charging

Equipment Installed at Filling Stations stipulates that the handling of charging equipment shall be

subject to the management of filling station staff members as a technical standard for handling

charging equipment. However, depending on the interpretation of the term “subject to

management”, the measures taken are not uniform among fire stations, such as the installation of

monitoring cameras, visual monitoring, and the installation of patlites.

e. Current status and challenges of the next-generation SS business model

We have verified the feasibility of the EV charging infrastructure-related next-generation SS business

model by analyzing user needs, the awareness of SS operators and study of the oversea advanced cases

to find that:

◇ Users are more willing to use the charging service than other services. Conversely, small- to

medium-sized SS operators are not willing to provide the charging service as they cannot expect it

to yield a fair return on their investment.

◇ As for information services, users are very willing to use charger-related information delivery


services, including charger availability information. Conversely, small- to medium-sized SS

operators are not willing to provide such information services as they do not understand the service

content.

◇ As for car care and maintenance, there are many users who wish to use the existing services at SSs,

such as car washing, inspection and cleaning, when using an EV. Small- to medium-sized SS

operators are also willing to provide such services. Conversely, as for consumables, small- to

medium-sized SS operators are very willing to provide such goods, while users are not willing to

use them.

◇ As for rental car/car sharing, users are not so willing to use them as other services. This is probably

because of the low recognition by users of rental car services at SSs. Small- to medium-sized SS

operators are not willing to provide such service as they cannot expect it to yield a fair return on

their investment.

◇ As for new energy and energy-saving-related services, users are not so willing to use them as

EV-related services, such as charging and car care. Small- to medium-sized SS operators are also

not willing to provide such services as they do not understand the service content.

As for the willingness to use the quick charging service at SSs, we have verified the need for the quick

charging service there, from the perspective of the charging environment in the parking lot and

charging sites other than home. We found that one in three persons wished to use SSs as a charging site

other than home.

When asking respondents whether or not they had an outlet in their parking lots, about 60% responded

in the negative, probably because they lived in collective housing. Of those who responded positively,

about 10% had no outlet at their disposal because it was not under their control, or could only use it

conditionally as charging during rainfall is not convenient, due to a lack of roof in the parking lot.

When asking the 70% whether they intended to alter the parking lot, 44% responded in the negative or

with “I do not know”, making them potential SS charger users.

When identifying and organizing overseas EV service cases using charging infrastructures, the reduced

power charge (V2G) due to the uniform use of power and the potential to share EVs that can be

dropped off (autoliv) have been suggested.

The current status and challenges for the next-generation SS business model can be summarized as

follows: Users unable to charge at home account for 40% of the total and other than home, charging at

SSs are expected occur. Conversely, the willingness of small- to medium-sized SS operators to provide

the EV charging service remains low as they cannot expect to yield a fair return on their investment.

In the future, a membership business model, including non-charging services, can be established by

providing SS services as a package, focusing on the vital charging and car care services, and then

devising ways to enhance user convenience, such as allowing them an unlimited amount of charges


provided they are registered members.

Once charging equipment is installed at an SS, the latter is expected to increase revenue by introducing

services in response to such changes in the ways users use cars and/or services in addition to the

charging, such as EV rental or sharing. In that sense, this business model is promising in terms of being

sustainable and constructive.

f. Summary

Although about half of all drivers have an intention to purchase an EV, around 40% or more are unable

to charge at home, and thus highly value SSs as outside charging sites. Improving the charging

infrastructure for EVs at SSs will provide them with new business opportunities.

As for the system aspects, fire stations respond differently, depending on the municipalities, and very

cautiously as quick charging equipment has only recently emerged. Improving the understanding and

enhancing recognition of the fire stations within each municipality of quick charging equipment are

necessary.

Presently, the willingness of small- to medium-sized SS operators to provide the EV charging service

remains low as they cannot expect it to yield a fair return on their investment. To change matters, it is

important for the industry to propose a new business model that can convince them to get involved.

We wish to continue considering a mechanism or business model in which SSs remain profitable, even

if they are not frequented by EV users on a regular basis..

(2) Providing Information Related to the Above (Handling of the Fire Prevention Ordinance and Other

Regulations in Connection with Quick Charging Equipment)

① Persons in Charge of Fire and Electricity, Prevention Section, Prevention Department, Tokyo Fire

Department

- Handling of the Fire Prevention Ordinance and other regulations in connection with quick charging

equipment

The SSs are subject to government ordinances for handling hazardous substances. Today, we talked

about parking lots and convenience stores, which are outside of government jurisdiction.

Checks were carried out to determine how a quick charger works, ensuring it is a kind of

transformation installation and uses a transformer to raise the voltage of the 200V AC power supply to

feed it to an EV.

The transformation installation must be handled in accordance with the Fire Prevention Ordinance.

Equipment with a power output of no less than 20 kW within the transformation installation is subject

to the regulations set forth in Article 11 (Transformation installation) of the Fire Prevention Ordinance.


However, Article 11 of the Fire Prevention Ordinance stipulates the provision of a compartment and

prohibits people other than those concerned from entering the same when a transformation installation

is installed within. If it is installed outdoors, it shall be 3m or more away from a building. Conversely, a

quick charger is, in principle, operated by individuals whom, if confined to compartmentalized small

areas will not be able to charge an EV. Therefore, Article 11 cannot be applied literally. We have

concluded that the new equipment cannot be covered by the government ordinance.

The quick charger was examined to find that it protects the vehicle battery and has a safeguard to

protect those from mishandling it. Therefore, we have a policy of not applying Article 11 of the Fire

Prevention Ordinance to quick chargers equipped with safeguards that meet certain criteria.

We have decided not to apply Article 11 of the Fire Prevention Ordinance, if the quick charge meets 12

special exceptions set forth in the “Standard Checklist of Special Exceptions for Quick Charging

Equipment.”

In principle, we have decided not to apply Article 11 if the power supply is shut down due to an

abnormality in an electricity-receiving section or within the charger, or provided safety measures are

taken to prevent a connector from being disconnected from the vehicle when the former is energized.

Note that preliminary application is required before eligibility for the 12 special exceptions. For the

quick chargers manufactured in accordance with the CHAdeMO protocol, we have confirmed with the

manufacturers that they have met the equipment criteria 3-12. We have added Item 1 “Electrical

workers perform the task” and Item 2 “Do not install a device in a combustible place”, both of which

are basics when handling electrical equipment.

When certain quick charging equipment is installed inside a building (including rooftop parking

spaces), a fire extinguisher must be installed in accordance with Article 10 of the Fire Service Act

Enforcement Order or Article 36 of the Fire Prevention Ordinance, and notification should be made to

the supervisory fire station when the installation is complete. The Fire Extinguishing Device

Installation Notification Form and Special Exceptions Application Standard Form can be downloaded

from the Tokyo Fire Department’s internet homepage.

The “Standard Checklist of Special Exceptions for Quick Charging Equipment” is also available from

the CHAdeMO Association or the Tokyo Fire Department. The latter will implement this exception

standard from June 1, 2010 onward. Application for special exceptions is also needed for existing

equipment. Note that this exception standard is specific to the Tokyo Fire Department, and if a charger

is installed elsewhere, the standards for that area will take precedence.

The 50 chargers already installed in Tokyo are also subject to these special exceptions. We instruct

those concerned to submit similar applications.

Installation of a gas station is not subject to this exception standard, but to the regulations set forth for

hazardous substances and related laws or ordinances. These special exceptions are not applied.


If quick charging equipment is installed in a place under the jurisdiction of the Tokyo Fire Department,

consult the supervisory fire station beforehand. At present, the Fire and Disaster Management Agency,

Ministry of Internal Affairs and Communications is also considering the handling of quick chargers.

The Tokyo Fire Department is now explaining our special exceptions to the Fire and Disaster

Management Agency. However, if they have their own view contrary to what is presented to them,

Tokyo Fire Department’s special exceptions will be led to comply. Hence, their application is

tentatively pending awaiting final confirmation.


For separation-type quick chargers, the part of the equipment that increases voltage may be subject to

special exceptions.

For CHAdeMO type quick chargers, a checklist needs to be attached to the notification although the

Tokyo Fire Department has already confirmed that they comply with Items 3 - 12. A fire station can

omit inspections for Items 3 – 12, but not for others, which must be subject to inspection.

Attachments required for special exception applications include a schematic view of the installation

location, equipment layout, equipment specifications and appearance (A copy of the catalog is allowed),

and the “Standard Checklist of Special Exceptions for Quick Charging Equipment.”

If a fire extinguisher has already been installed for the electrical facilities of a building, it may

sometimes also be used for the charger.

If a quick charger is installed in a non-SS location, it need not be monitored or managed. For handling

quick chargers at SSs, consult the section handling hazardous substances.

The Tokyo Fire Department will give existing installers written notice, but requests the cooperation of

quick charger manufacturers in contacting them.

The manner in which the Tokyo Fire Department will handle quick chargers is to be introduced in a

meeting featuring the participation of nationwide Fire Fighting Head Offices.

(3) Quick Charger Installation Challenges at Filling Stations in Connection with the Fire Service Act and

Other Laws - Discussion on Policy

We have decided not to create any meeting minutes for this agenda item for certain reasons.

(4) Confirming the Willingness to Establish a WG (or Hold a Study Meeting) for Discussion (Infrastructure

Workshop Secretariat)

For a WG on the Fire Service Act, the Secretariat will contact you after a separate adjustment.


3. Confirming the Next Themes to Be Discussed (Infrastructure Workshop Secretariat)

Explaining about WGs to be established in the Infrastructure Workshop

If you have a WG in which you would like to participate, please contact the Secretariat within two

weeks. We will sequentially establish the WGs for which members gather and whose theme can be

handled on a timely basis. The outcome of the WGs will be reported in the Infrastructure Workshop.

While the Engineering Task-Force will discuss specifications, the Infrastructure Workshop will discuss

the challenges concerning infrastructure improvement.

We have “Ordinary Charging Equipment Installation Cases” created by the Central Research Institute

of the Electric Power Industry as guidelines for ordinary chargers. Infrastructure Workshop WGs will

create other guidelines for other types of chargers.

In principle, the results of these pilot projects presented today will be publicly released as soon as all

conditions have been met subsequent to the completion of a report. A written report from Idemitsu

Kosan Co., Ltd., the reporting of which had been completed, has already been delivered to the National

Diet Library. The information disclosed by the METI has also been released on METI’s web page.

We are sometimes told or asked whether billing the electricity supplied by a quick charger represents

the act of selling electricity as set forth in the Electric Power Business Act. If the charge of the charging

service is billed in kWh, it does represent the act of selling electricity as set forth in the Electric Power

Business Act, but if the charge is billed in other units, such as time, and charging is provided as a

service, it is not illegal. Like the charging service for mobile phones, the act of selling a service, rather

than electricity, means it is not in contravention of the law.

End

Documents

June 7, 2010 · ② Showa Shell Sekiyu K. K. ③ Nippon Oil Corporation ④ Japan Energy Corporation ⑤ COSMO Oil Co., Ltd. ⑥ Oil Distribution Section, Agency for Natural Resources