Japanese Government’s Efforts
in Developing Charging Infrastructures

Satoshi Inoue
DirectorElectric Vehicle and Advanced Technology Office
Automobile Division
METI, Japan
June 5, 20131

Goal of Next Generation Vehicles○By 2020
・Maximum coverage of next generation vehicles*1 among the newly sold units to be 50%
・Set up 5,000 units of rapid battery chargers*2 , and 2 million units of normal battery chargers *2○The current percentage of next generation vehicles among the newly sold units is approximately 16%
There are approximately 1,300 units of rapid battery chargers and approximately 20,000 units of normal battery
chargers available.
*1 Next generation vehicles: Hybrid vehicles (HV), plug-in hybrid (PHV), electric vehicles (EV), fuel cell vehicles (FCV), clean diesel vehicles (CDV), and CNG
vehicles and others*2 Rapid battery chargers: Chargers using 200V outlets and can charge up to 80% for EV in 30 minutes.
Normal battery charger: Chargers using 100V or 200V outlets and can fully charge a EV in 14 to 28 hours (100V) or 7 to 8 hours (200V).

Example of EV andCharging Time
Manufacturer

i-MiEV by Mitsubishi

Location for Rapid BatteryChargers
Leaf by Nissan The majority of rapid battery chargers will be set up at automobile dealers Approximately 7% will be set up at local authorities
Individual

0.2%

Local Authorities

6.6%

Photograph

Normalcharger
Rapidcharger

100V： fully charged in
14 hours
200V： fully charged in
7 hours

100V：fully charged in
28 hours
200V： fully charged in 8hours

80% charged in about
30 minutes

80% charged in about
30 minutes

Total
16kWh
24kWhelectricity（(Based on official announcements made by each company)

Other
corporations

25.3%
Automobile
Dealers 67.9%

Breakdown of rapid battery chargers set up using subsidies from METI (529 units inFY11)2

Outline of the EV&PHV Town Concept
Outline○The "EV&PHV Town Concept" is a model project for a demonstration experiment toward full-fledged
dissmilation of EV/PHV, which is formulated in the "Action Plan for Achieving a Low-Carbon Society".
○Creating initial demand for EV/PHV requires the intensive development of charging infrastructure and publicawareness activities. Thus, under the concept, local government that are taking the lead in the penetration ofEV/PHV were selected as model regions ("EV&PHV Town").
○In each EV&PHV Town, intensive development of environmental infrastructure will be pursued for theintroduction of EV/PHV in cooperation with local enterprises. From this, penetration models that take regional
characteristics into account will be established and then applied to all areas of Japan.

Arrival point at 2011
○ Within the EV / PHV town planning, each EV and PHV town will carry out plan specification, plan execution, andresult-sharing information to achieve each aim and objective.
○ Officially issue Best Practices Handbook Volumes 1 and 2 as a deliverable of the EV / PHV configuration

Aims of each
EV&PHV Town

3

Challenges in Promoting Battery Charger Infrastructures
Issue 1: Must be carried out systematically and efficiently (establish an organized method)○ There is no efficient organized method○ There are no agencies such as the local authorities that are taking part in a systematic development

Issue 2: Areas to set up normal battery chargers○ Difficult to set up in housing complexes such as condominiums○ Is important to promote normal battery chargers that users can use safely and are compatible tovehicles
Issue 3: Secure convenience for users○ Information is cluttered and is confusing for the users○ Billing business4

Outline of Projects for Promoting Development of Next Generation Vehicle Charging Infrastructures
1. Project implementation period
Deadline for applications ：March 19, 2013 to February 28, 2014
Performance report (Final) ：By October 31, 2014 (Deadline differs by application)

2. Subsidized costs and subsidy rates(Subsidies will be provided to those purchasing/installing new chargers according to the following four categories.)

ProjectOutline
Installation of charging facilities based on visions for
Project category 1 installing chargers drawn up by municipals, etc., andwhich has the public nature. *Project category 2

Subsidized costs

Subsidy rate

Charger purchasing costs,
installation costs

2/3

Installation of charging facilities with the public nature Charger purchasing costs,
installation costs※ but is not based on any visions.

Installation of charging facilities installation in theProject category 3 carparks of residential complexes and monthly
carparks, etc.

Charger purchasing costs,
installation costs

Project category 4 Installation of charging facilities other than the above.

Charger purchasing costs

1/2*To have “public nature”, all the following requirements must be satisfied <Applicable to projects of project categories 1 and 2>①The charging facility is located at a place which can be freely accessed from an entrance facing a public road.
②Use of other services (dining, etc.) is not a requirement for using the charger.
③Users are not restricted. (This condition is considered satisfied if the charger can be used by paying the charge there onthe spot.)

5Outline of Projects for Promoting Development of Next Generation Vehicle Charging Infrastructures (2)3. Subsidized Installation Work and Upper Limit of Subsidy
Type of project

Project category 1 projects
Subsidy rate 2/3

Project category 2 projects
Subsidy rate 1/2

Subsidized construction work

Installation workof rapid charging
facilities

Installation workof normal
charging facilities

Construction
work based on
specialspecifications

Installation workof rapid charging
facilities

Installation workof normal
charging facilities

Construction
work based on
specialspecifications①Installation of highvoltage substation
facility

1,330,000

1,330,000

14,000,000

1,000,0001,000,000

10,500,000②Electric cable wiring

1,660,000

1,000,000

6,200,000

1,250,000

750,000

4,650,000

Upp
erlimit ofsubsidyperconstrictionwor
k③Power supply
support800,000NA

800,000

600,000NA

600,000④Installation of
charger

400,000

130,000

400,000

300,000

100,000

300,000⑤Construction work ofcharging space

1,330,000

1,330,000

1,660,000

1,000,000

1,000,000

1,250,000⑥Incidental facilities

2,230,000

2,230,000

2,830,000

1,670,000

1,670,000

2,120,000⑦Costs for otherconstruction work

2,000,000

2,000,000

2,000,000

1,500,000

1,500,000

1,500,000Upper limit of subsidy according
to construction work category

7,630,000

6,690,000

25,430,000

5,720,000

5,020,000

19,070,000

6PR for Condominiums

7Outline of Survey on Rights of Municipals to Charge for Use of Charging Facilities (1)Legal liquidations related to charging for use of charging facilities owned by local public organizations.
Charging facilities owned by local municipals are to be liquidated as public assets (administrative assets/normal assets) or
liquidate as goods.
・Assets owned by local public organizations are prescribed by Article 237 of the Local Autonomy Law of Japan.
・Legal liquidations for charging differ by the asset categorization of the concerned charger.
Overall image of assets owned by local public organizations.

1. Administrative assets
Public assets

Assets owned by local
public organizations

・Assets for public use ・Selling and leasing arerestricted.

・Real estate, ships, etc.
・Appurtenances of above
2. Normal assets
・Superficies, patents, etc.
・Shares, corporate
・Goods other thandebenture, etc.
administrative assets
・ Can be sold, disposed, or
3. Goods
leased・Movable properties other than cash,
public properties, and funds
・Can be sold, disposed, or leased.

4. Receivables
・Receivables related to tax claims,correctional fine, etc.

5. FundRelated to regulations andlaws on use of administrative
assets, regulations on handlingof public properties.
※Some cases adopt fundraising style.

Related to regulations on
handling of public properties,
regulations on managementof goods, etc.

When charging for use of charging facilities orentrusting private sector to run such facilities, there is aneed for the respective local public organization toobserve related laws and regulations

8Outline of Survey on Rights of Municipals to Charge for Use of Charging Facilities (2)Method of participation of local public organizations in charging infrastructure businesses(1) Independence (2) Network participation (3) Supporting installer(1) Independence(2) Network Participation

User
Service Provision/
Fees (pay each time)(3) Supporting Installer

User
Service Provision /fees (membership fee& pay each time)

Network Service Provider(Provide billing system etc.)

User
Service Provision /Service Provision/
fees (membershipfee & pay each time) fees (pay each time)
Network Service Provider(Provide billing system etc.)
Payment/
return ofsubscription
fees

Network Service Provider(Provide billing system etc.)

Payment/
return ofsubscription
fees

Payment/
return ofsubscription
fees

Installation Service Installation Service Installation Service
Provider (Private) Provider (Private) Provider (Private)- Subsidy- Leasing of lands- Consignment, etc.

Installation Service Installation Service Installation Service
Provider (Private) Provider (Private) Provider (Municipal)

Installation Service Installation Service Installation Service
Provider (Private) Provider (Private) Provider (Municipal)

Municipal*There exist chargers installed directly by network providers

 Owned and charged by municipal
themselves.
 Not subscribed to private billing systems
nor information networks
 Methods in the local places withpremature private charger networks

 Owned and charged by municipal
themselves.
 Member of private billing systems andinformation networks
 Methods in cities with mature private
charger networks

 Owned and operated by privatecompanies with profits Municipals provide only support andreceive no direct profits
 Each installer decide independently tosubscribe to networks or not9Surveys Leading to Development of Model Plan
1. Basic Concept
Through traffic simulation, have EVs run in a certain district, andinstall charging facilities at points where the probability of electricalshortage is the lowest.
Taking into account situations where the probability of electricalshortage falls under 1%, verify how charging facilities are set up.

2. Main Preconditions of Traffic Simulation○At the point where the remaining battery becomes 8kWh,determine if the EVs can get to the destination or not.
If able to reach destination, go to destination.
If not able, aim for the nearest charging facility.
(Electrical shortage is the situation where the nearest
charging facility was aimed at, but could not reach it.)○ As for the running quality of EVs, use the running data ofabout 500 cars.

×××××

×: Points of out of battery.
×: Points where out of battery warning lamps of EVs have lit.
■: Points installed with charging STs.

Areas addedwith STs■

Areas added in North-WestJapan○Take also into account road grades, state of traffic congestion,and whether accessories are used.
○Charging facilities can be used 24 hours, without no waitingtime for charging.

■: Locations installed additional charging STs10

Model Plan for Development of Charging Infrastructures

11

Information Provided by METI to Municipals, etc.

(1) Model plan on development of charging
infrastructures(2) Hints on appropriate places for installing chargers

Installation method ofcharging facilities

Installed locations ofcharging facilities(3) Battery chargers enabling to reduce running costs

Measures for keeping
running costs low12