First, the premise
This is not an invitation to invest
Installing chargers does not guarantee a profit. A-Charge is the intake system for a facility that has already decided to spend on bays or chargers, so it can run them at low cost. Yield is a number the owner calculates and takes responsibility for. After that decision, we help run the site cheaply.
- Whether to invest is the facility’s decision. We do not solicit it.
- Parking rates and how many cars come are yours. Yield is the owner’s own calculation.
- Even in a month with zero sales, about ¥2,000 per charger per month is still charged (flat while sales are about ¥10,000 or less).
What “membership” puts on the facility
- Just to start a charge, drivers must type a name, phone number, e-mail and password. Some services go on to ask for date of birth, address, postcode, current location and credit-card number—or a photo of the driver's licence. And then a survey.
- Every record must be stored and protected for as long as the service runs—including records of people who already left.
- If it leaks: notifying each person, reporting to the regulator, a press conference, a flood of enquiries, sometimes compensation. The facility's name appears next to it.
- Drivers pay too—standing outside in the cold, registering and updating an app. It is one reason chargers sit unused.
A-Charge does not hold it
A-Charge has no membership. Drivers scan the bay QR and pay by card, Apple Pay or Google Pay. What we hold and what we do not is written in our public privacy policy.
✕ We do not hold
- Names, dates of birth, addresses, postcodes, phone numbers, e-mail addresses (no registration)
- Driver's licences or ID documents
- Passwords (there are no accounts)
- Card numbers (handled only on the payment provider's—Stripe—pages; they never touch A-Charge servers)
- Location (arrival is a radius check only and is not stored), survey answers
○ We do hold
- Payment ID, usage time, amount, bay ID (operational records for settlement and receipts)
- If a charger reports a vehicle identifier, only a keyed hash for matching—never the raw value
- Facility owners' payout bank accounts (encrypted at the application layer)
No roster, no roster leak. Reducing what must be protected is the most reliable protection.
Read the privacy & security policy →
Holding nothing is what makes it easy
- Just scan. No app install, no sign-up, no password reset.
- 20 languages. Tourists and business travellers pay in their own language with their own card.
- Anonymous queue. If the fast charger is busy, take a turn without handing over contact details.
- Leave and it settles. Unplug and drive off; payment completes automatically. No queue at a pay station.
Not only EVs—every bay
A-Charge bills parking time, not kilowatt-hours. So bays without chargers, and petrol cars, pay by the hour on the same QR.
- Put a QR sticker on bays without chargers. Hourly parking revenue starts that day.
- On a day when no EV arrives, the lot still earns as a car park. Add chargers later, as sales show where.
- No pay station, no gate. QR stickers and OCPP chargers are all it takes.
- Visitor, hotel, retail and workplace parking: not a “charging corner”, but the front desk for the whole lot.
Why it costs less than conventional systems
With no membership system there is nothing to defend and no stacking monthly fees. Pricing is per charger, on monthly sales.
- While monthly sales stay within about US$70, a flat ~US$14 per charger. Low-utilisation sites are not weighed down by fixed costs.
- As sales grow, a declining rate: about 20% up to ~US$170, 15% from ~US$170, 10% from ~US$340.
- Card processing fees are paid by I-S3. Owner payouts deduct only the system fee.
- Setup: about US$700 per charger. Installation is quoted separately. No pay station, gate or membership system to buy.
Against a fixed-monthly billing system (e.g. ~US$27 per charger per month), a site selling ~US$55 a month pays about half. And because the rate falls as sales rise, fees never run away.
Figures are approximate US-dollar equivalents of Japanese-yen pricing. The rate rule is the same worldwide; contracts and settlement use the currency of the installation country. The fixed-monthly example is based on public information as of 2026—check each provider's current pricing.
What it means for the facility
- The facility never holds a driver roster. Charging does not add the liability of breach notices, press conferences and compensation.
- A-Charge itself is built the same way: card numbers never pass through, keys live in Google Cloud Secret Manager, traffic is TLS, and the admin console is limited to our company domain. Details are in the public privacy policy.
- Revenue does not depend on how fast EVs arrive. Hourly parking comes first; charging sits on top.
Campaign video
“Collect personal data just to apologise later?” — a 55-second short.
Do not judge us by A-Charge port count
Look at I-S3’s electrical construction and monitoring systems—not at how many A-Charge billing sites exist yet. A-Charge is the parking OS built on that work.
Large-scale solar
High-voltage interconnection, self-consumption, repowering, and O&M. Food-plant ~200 kW self-consumption and high-voltage ~500 kW upgrades: live sites, multiple stakeholders, electrical work done safely.
Advanced operations systems
Remote solar monitoring and 30-minute demand sizing, our own RightOS anonymous queue, and an OCPP 1.6 / 2.0.1 central system with load sharing under the site power cap. Not spreadsheets bolted on after the fact.
EV charger installs (AC through DC)
Hundreds of jobs centered on Gunma. Mostly AC (Tesla Wall Connector and similar); over 99.9% of residential jobs finish the same day. Eleven prefectures by our own visits, six in Kansai via partners (17 total). We also design turnkey facility packages that include 50 kW / 120 kW DC.
Billing sites under the A-Charge name are still being added. Installing, isolating, monitoring, and reconnecting electrical plant is I-S3’s core work.
EV installation record
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Customer stories
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Primary field notes
A-Charge®FOR OWNERS