Government Rules for EV Charging in Residential Societies in India (2024–2026) Explained

Residential charging is the most preferred option for most Indian EV owners. The central ministries and state governments developed their housing society and complex regulations because they needed to establish particular rules for all housing communities.

The Ministry of Power developed national guidelines for EV charging infrastructure between 2018 and 2024 through its complete revision process. The Ministry of Housing and Urban Affairs used the Model Building Bye-Laws 2016 to establish new regulations that require all new buildings to provide EV-friendly parking spaces.

The state of Maharashtra has also framed regulations for housing societies to issue NOCs for private charging within seven days if safety conditions are met. Courts have also clarified that housing societies cannot refuse EV charging if it is in compliance.

This guide explains the regulations in plain language and then goes on to highlight the role of resident-driven models and platforms such as Savekar in ensuring the housing society is in compliance with the regulations and also gets its investment back.

Who actually makes the rules for EV charging in societies?

There are three levels of regulations applicable to the charging of EVs in residential societies in India:

• Guidelines of the central government

The Guidelines for Installation and Operation of Electric Vehicle Charging Infrastructure-2024 of MoP are applicable across the country and specifically cover charging in private, semi-restricted (including Group Housing Societies), and public charging.

• Building and town planning regulations

The amendments to the Model Building Bye-Laws 2016 and the Guidelines 2014 of the MoHUA and the URDPFI, respectively, specifically require the provision of EV charging infrastructure and additional power load to be provided in new constructions, assuming at least 20 percent of parking is EV-ready.

• State government regulations and safety advisories/court directions

State EV policies and safety advisories of the electrical inspectors and court directions, such as the Bombay High Court ruling on EV chargers in Housing Societies, explain the applicability of permissions and NOCs for charging infrastructure in housing societies.

Resident Welfare Associations and cooperative societies need to abide by all these regulations at once: central government regulations, state government regulations, and their own bye-laws, provided such regulations are not in conflict with regulations at a higher level.

Central rules: MoP 2024 guidelines for homes and societies

All prior charging guidelines have been superseded by the Ministry of Power's updated, consolidated Guidelines for Installation and Operation of Electric Vehicle Charging Infrastructure—2024, which were released in September of that year.

These regulations, which specifically address private parking, Group Housing Societies (GHS), and community charging stations for residents, are mandatory for public agencies and power utilities.

Charging at individual residences

For individual flat or house owners, the guidelines issued under the MoP 2024 are as follows:

• New connection for home charging:

The EV owner can ask the distribution licensee (DISCOM) for a separate metered connection, which will have a separate tariff for EV charging. The DISCOM must provide this connection under the Electricity (Rights of Consumers) Rules 2020.

• Use of existing home connection:

The EV owner can legally charge the EV using the existing electricity connection at home. The domestic tariff rates will be applicable in this case.

• Increase in sanctioned load:

If the EV requires a higher load than the existing sanctioned load, the EV owner must ask the DISCOM for an increased load.

In short, there is no ban by the central government for EV home charging in the parking bay of the residential area, provided the load, wiring, and safety conditions are met.

Community charging for residents in Group Housing Societies

The aspect of “Community Charging for Residents” has been specifically addressed in Section 16 of the guidelines of the 2024 MoP, and it is applicable to RWAs and Group Housing Societies.

The main aspects are:

• Who can apply: An RWA, a Group Housing Society, or even an individual flat owner within the GHS may apply for a separate metered connection for a community charging station with a separate tariff for EV charging.
• Timelines: DISCOMs are required to do this within the same timeframes applicable for new connections, which are 3 days for metro areas, 7 days for other municipal areas, 15 days for rural areas, 30 days for hilly rural terrain, or 90 days if network augmentation is required.
• Society-level stations: The RWA/GHS, in consultation with the DISCOM, may install EV charging stations within their premises as community charging stations.
• Visitor charging: The guidelines have specifically addressed this aspect, allowing community stations to be used for charging even authorized visitors.
• Private points within societies: Individuals can continue to install private EV charging points in their allocated parking spaces. This is to be supplied through their existing meter or a sub-meter.

The activity of setting up and operating EV charging stations is a de-licensed activity. This means any legal entity, such as an RWA or individual, is free to do so without the need for a licence from the power sector.

Tariff and service charge rules applicable to societies

The 2024 guidelines also impose a limit on the tariffs charged for electricity and service charges applicable for the charging of the EV, especially when the society runs the community charging on a shared model.

• Electricity Tariff: Until March 31, 2028, the supply tariff for EV charging stations must be a single-part tariff with a rate that is less than the distribution company's Average Cost of Supply (ACoS).
• Time-of-Day Differential: The DISCOMs must charge 1.3*ACoS during non-solar hours and 0.7*ACoS during solar hours (9 AM to 4 PM).
• Separate Metering: Every EV charging station will be required to have separate metering for the correct applicable tariffs, but the sub-metering will be allowed behind the high-tension connection.

In addition to the tariffs, the RWAs or the CPO will be able to charge the consumers a service charge for the usage, up to the level specified till 31st March 2028:

These caps, which are subject to yearly review, apply to conductive AC/DC charging at public and community stations, including those in residential societies.

Building bye‑laws: the 20% EV‑ready parking rule

For this purpose, the MoHUA amended the Model Building Bye-Laws 2016 by adding a separate section 10.4, which is titled “Electric Vehicle Charging Infrastructure.”

According to the addendum, the building should provide the infrastructure for the charging of at least 20 per cent of the vehicle-holding or parking capacity, assuming that at least this percentage of the vehicles will be electric vehicles in the long run.

From this, several aspects emerge as expectations for the new residential and group housing schemes:

• Space Planning: The space should be planned for the provision of electric vehicle charging bays for at least 20 per cent of the total vehicle parking slots, including two-wheelers and cars, along with the provision of electrical conduits.
• Additional Sanctioned Load: The power load should be increased for the building, matching the total power consumption of all the electric vehicle charging points simultaneously, as per the utility norms.
• Open Metering and Visitor Options: For residential and institutional buildings, the guidelines recommend the provision of metering arrangements related to the maintenance bills of the owners, along with the provision of open/on-the-spot payment arrangements for the visitors using the electric vehicle charging infrastructure.

It is the duty of the state and local development authorities to adopt these model bye-laws into their own building regulations and approval systems; as such, many new housing projects will have EV readiness as a prerequisite for building permits and occupation certificates.

State‑level rules and examples (Maharashtra and beyond)

Even though the basic framework has been laid out by the central government, several state governments have issued additional guidelines and policy documents that directly impact the operation of housing societies with respect to EV charging stations.

Maharashtra: NOC in 7 days and fire safety SOP

In Maharashtra, the Registrar of Cooperative Housing Societies has issued a circular to housing societies and RWAs to issue NOCs to private EV charging stations within 7 days if the resident has complied with the state’s safety advisory and standard operating procedure.

The importance of this directive lies in the fact that the state has clearly mentioned that EV charging stations are de-licensed under the MoP’s guidelines. Hence, it’s the right of the resident to install an EV charging station. The state’s standard operating procedure and the Mumbai Fire Brigade’s fire safety advisory provide additional requirements. For example:

The Mumbai Fire Brigade's SOP and fire safety advisory document provides essential information through multiple examples, which include:

• The required distance between charging stations and parked vehicles needs to be at least the established minimum standard.
• The building design should use open-air or upper deck areas as the primary choice because they provide better fire protection than multi-storey car parks, which contain both indoor and outdoor spaces.
• Charging bays designated for electric vehicles should be off-limits to all other types of vehicles.

The state’s EV policy 2021 and subsequent directions also require that all new housing societies must provide for EV charging stations in their plans. The policy also allows for funds to be provided through MLA/MP funds to retrofit existing societies.

Courts are clarifying that societies cannot arbitrarily refuse chargers

Litigations in Maharashtra have also settled the issue of whether societies can refuse to allow the installation of EV chargers if done in compliance with regulations.

• In one of the key cases before the Bombay High Court, the state and its authorities were directed to frame clear regulations regarding the installation of EV charging stations within cooperative societies and ensure that the regulations are brought to the notice of the societies to avoid any undue refusal to grant such permissions.
• The court also noted the need to advance the cause of EV development and not allow the societies to be an impediment to such a positive development for the environment and the country as a whole.

As the use of EVs grows in the country, cases are now also coming up before the higher courts of other states as well, such as the recent PIL filed before the Supreme Court for the effective implementation of the guidelines under the MoP of 2024 following the refusal of a housing society in Noida to allow the installation of a charger for a resident’s EV.

What housing societies can and cannot do (practical view)

If one combines the central and state government regulations, a number of practical principles emerge for residential societies.

Societies cannot do the following:

• Blanket ban on EV charging

A society cannot pass a resolution banning EV charging altogether. This would be against the central government regulations that de-license EV charging but also permit home and community charging.

• Arbitrary denial of permissions

If one looks at the regulations from Maharashtra, which require a seven-day NOC to be obtained before processing permissions, societies cannot arbitrarily deny permissions.

• Discriminatory practices against residents

Societies cannot pick and choose who gets to charge their vehicles and who does not.

Societies can and should do the following:

• Establish transparent processes

Societies can standardise a form and approval process for residents wanting to install private or shared chargers, similar to MoP and state SOPs.

• Enforce safety and electrical regulations

RWAs are well within their rights and duty to ensure only qualified electricians and equipment are used and meet BIS/CEA regulations before approving the installation.

• Decide on business models for community charging

Societies can also decide within the limits of their electricity tariffs and service charges to determine the pricing model for their community charging points, whether to allow visitor charging, and whether to run these in-house or through a CPO or platform partner.

If done correctly, EV charging is a regulated amenity like lifts or diesel gensets, but offers far higher potential for positive externalities and revenue for society.

Resident and RWA checklist for compliant EV charging

For an individual resident wanting a private charger

• Check your parking and bylaws

Ensure that you have a parking space allotted to you with a clear demarcation where cabling and mounting of a wall box or socket is feasible according to building bylaws.

• Estimate your load and wiring route

Engage a licensed electrician to assess whether your existing domestic connection and sanctioned load are sufficient for the charger or whether you need a new connection for a separate meter. Ensure that you have a safe cable route for the wiring.

• Apply to DISCOM if needed

If your sanctioned load is inadequate or if you need a new connection for a separate meter, then apply to the DISCOM for a new connection under the “charging at residence” scheme.

• Submit your application for NOC to the society

Include wiring diagrams, load estimates, charger details, and the electrician's license; in Maharashtra state, the society has to issue the NOC within seven days if the safety SOP is followed correctly.

• Use BIS-approved equipment for installation

Use chargers approved by BIS according to IS 17017 series and other BIS standards; also ensure that the MCB/RCD, earthing, and weatherproofing are done correctly for the installation.

• Share your commissioning report with the society

Once the installation is complete, a small commissioning note and photos should be shared with the society.

For RWAs planning community charging

• Map the present and future EV demands

Conduct a survey of residents to understand the number of EVs currently present in society and their types, and also understand the future demands of EVs.

• Prepare to meet at least the 20% rule

Identify at least 20% of parking slots to be converted into EV charging bays in the future, as per the Model Building Bye-Laws and regulations applicable to the society.

• Consult DISCOM early on

Consult the DISCOM and seek a separate meter connection under the provisions of “Community Charging for Residents” as per the regulations of DISCOM.

• Select the charger types and their locations

Select a combination of AC slow/normal chargers for parking slots and faster chargers if required, and locate these near power rooms or risers while ensuring fire safety distance is maintained.

• Decide on the operating model and pricing strategy

Decide whether to operate the charging station directly or through a platform such as Savekar, and also fix the pricing as per the regulations of MoP and state regulations applicable to the society.

• Develop a transparent usage and billing strategy

Develop a transparent strategy for the usage and billing of charging services to residents and others.

Tariffs, billing, and cost recovery in a compliant way

Central rules have provided societies with a reasonable amount of flexibility in how they recover their investment in EV charging, provided they adhere to the caps on tariffs and service charges.

• At Individual Homes: When charging on an existing domestic connection, the domestic tariff will apply, and societies will not be able to impose any surcharges beyond those permitted by their bye-laws and regulations.
• At Community Stations: The society or CPO pays the EV charging tariff on the dedicated meter and then imposes a per kWh or time-based charge to users within the service charge caps of Rs 3-4 for slow AC or Rs 11-13 for DC fast charge, depending on the time of day, along with GST and land costs.
• Separate Metering and Sub-Metering: To ensure transparency in billing, it is recommended that each charger or group of chargers be metered, either by the main EV meter or sub-meters and software to attribute the charge to a user.

From the RWA's perspective, it has now become possible for the RWA to view community station EV charging as a break-even or even a revenue-positive offering, especially if usage is high and a low-cost solution is adopted for management.

Technical and safety basics in simple language

Even without going through the entire BIS and CEA regulations, RWAs and residents must have a basic understanding of technical and safety aspects.

• The use of certified chargers and components: Chargers must comply with BIS specifications like IS 17017 for AC and DC chargers. The installation also has to comply with CEA's "Measures relating to Safety and Electric Supply Regulations."
• Adequate wiring: The electrical installation has to have appropriate wiring installation, which includes the use of earthing and surge protectors to prevent electric shocks and fires when charging more than a single car at a time.
• Safe mounting and spacing: The installation guidelines and state fire department recommendations specify that chargers should be mounted at flood protection heights, which must be above children's play zones and must maintain particular distances from flammable materials and areas with high fire danger.

This will require technical consultants and partners to provide standardised solutions so that RWAs do not have to reinvent the wheel.

Where Savekar fits in for housing societies

Savekar claims to be an Indian-centric EV charging platform, allowing property owners and societies to monetise EV charging without requiring residents to use separate apps or wallets.

Savekar’s main product is a WhatsApp + UPI-based Charger Management System (CMS) that is compatible with multiple AC and DC chargers, allowing users to scan a QR code, initiate a charging session, track it on WhatsApp, and make payments directly through any UPI-enabled app.

Savekar’s product appears to be a good fit for RWAs and residential developers, as it meets regulatory requirements:

• Compliance with any hardware: Savekar’s CMS is compatible with BIS-compliant AC and DC chargers, allowing societies to select chargers of their choice, suitable for their bye-laws and MoP-recommended power levels.
• Transparent billing: Savekar’s CMS provides detailed analytics on charging sessions, allowing societies to structure their billing within MoP-defined limits, providing residents with a transparent billing experience.
• Facilitating visitor charging: Savekar’s WhatsApp + UPI-based system enables charging sessions via a QR code, allowing societies to permit visitor charging, as recommended by MoP.
• Low friction for the residents: There is no need for the residents to download an app or top up their wallets, thus creating less friction for the residents, helping them make the most out of the society’s chargers.

This, along with the suggestions offered by Savekar, will allow the RWAs to benefit from the services offered, i.e., moving from compliance checklists to the usage of the chargers.

Technical and safety basics in simple language

Even without going through the entire BIS and CEA regulations, RWAs and residents must have a basic understanding of technical and safety aspects.

• The use of certified chargers and components: Chargers must comply with BIS specifications like IS 17017 for AC and DC chargers. The installation also has to comply with CEA's "Measures relating to Safety and Electric Supply Regulations."
• Adequate wiring: The electrical installation has to have appropriate wiring installation, which includes the use of earthing and surge protectors to prevent electric shocks and fires when charging more than a single car at a time.
• Safe mounting and spacing: The installation guidelines and state fire department recommendations specify that chargers should be mounted at flood protection heights, which must be above children's play zones and must maintain particular distances from flammable materials and areas with high fire danger.

This will require technical consultants and partners to provide standardised solutions so that RWAs do not have to reinvent the wheel.

Where Savekar fits in for housing societies

Savekar claims to be an Indian-centric EV charging platform, allowing property owners and societies to monetise EV charging without requiring residents to use separate apps or wallets.

Savekar’s main product is a WhatsApp + UPI-based Charger Management System (CMS) that is compatible with multiple AC and DC chargers, allowing users to scan a QR code, initiate a charging session, track it on WhatsApp, and make payments directly through any UPI-enabled app.

Savekar’s product appears to be a good fit for RWAs and residential developers, as it meets regulatory requirements:

• Compliance with any hardware: Savekar’s CMS is compatible with BIS-compliant AC and DC chargers, allowing societies to select chargers of their choice, suitable for their bye-laws and MoP-recommended power levels.
• Transparent billing: Savekar’s CMS provides detailed analytics on charging sessions, allowing societies to structure their billing within MoP-defined limits, providing residents with a transparent billing experience.
• Facilitating visitor charging: Savekar’s WhatsApp + UPI-based system enables charging sessions via a QR code, allowing societies to permit visitor charging, as recommended by MoP.
• Low friction for the residents: There is no need for the residents to download an app or top up their wallets, thus creating less friction for the residents, helping them make the most out of the society’s chargers.
  

This, along with the suggestions offered by Savekar, will allow the RWAs to benefit from the services offered, i.e., moving from compliance checklists to the usage of the chargers.

Postscript: Technical deep dive for engineers and consultants

This section is intended for electrical consultants, facility managers, and advanced readers interested in the more technical aspects of the regulations.

Charger Power Levels and Standards

• The e-AMRIT portal presents a summary of the Indian EV charger specifications for Level 1, 2, and 3, AC, and DC, along with the matching typical power levels, i.e., up to 3.5 kW for AC Level 1, up to 22 kW for AC Level 2, and up to 400 kW for DC Level 3.
  
• The MoP guidelines for 2024 specify the norms for EV chargers as per the BIS norms for IS 17017 series for EV chargers. For 4-wheelers in residential areas, the guidelines suggest at least 7.4 kW AC or DC chargers wherever feasible for small EVs, allowing for higher power levels depending on the load for other vehicles.

Safety, connectivity, and communication protocols

• All EVSE must comply with the Measures relating to Safety and Electric Supply Regulations 2023 and the Technical Standards for the Connectivity of Distributed Generation Resources.
  
• The safety checklist in the annexure of the 2024 guidelines also makes it necessary to implement surge protection devices of types 1 and 2, as well as weatherproofing in accordance with the Bureau of Indian Standards 17017-1, cabling, and type testing of the equipment by NABL-accredited laboratories.
  
• The 2024 guidelines also recommend the adoption of communication protocols such as the Open Charge Point Protocol (OCPP), the Open Charge Point Interface (OCPI), the Open Automated Demand Response (OpenADR), and the Unified Energy Interface (UEI) for the Indian market for smart charging and interoperability of the charging systems.

Grid impact, smart charging, and V2G

• The guidelines have incorporated features of "smart charging" for optimal charging of transformers, renewable energy, and demand response, including vehicle-to-grid operations.
  
• The differentiation between tariff rates for solar and non-solar time may be used as one of the tools for optimising EV charging during the day when renewable energy is available, thus avoiding peak demand during the evening.
  
• Annexures have been included, outlining how data sharing between public and semi-public charging stations and the Bureau of Energy Efficiency will be handled, allowing for better data analysis for upgrades and expansion of charging infrastructure.

For societies and developers, working with a provider of a CMS solution already integrated with standards and protocols, like Savekar’s OCPP-compliant solution, may be a significant engineering time-saver, as well as keeping up with evolving regulatory requirements.

FAQs: Government rules for EV charging in residential societies (India)

1. Can my housing society refuse permission for a private EV charger installation?

Societies cannot refuse permission for a private EV charging station installation if it conforms to guidelines laid down by MoP and state-level safety advisories and regulations, especially when circulars from the state government specify providing NOCs within a stipulated time frame, say seven days for Maharashtra.

Before granting authorisation, the authorities will demand an assessment of the load requirements and a demonstration of the installation of a safe charging station.

2. Do I need a separate electricity connection at home for my EV charger?

No. The 2024 MoP requirements allow EV owners to charge their cars at home using their current electrical connection. Domestic tariff rates are applicable for charging at home.

You may, however, require a separate metered connection at a separate tariff applicable to EVs if you wish to do so.

3. What is the parking capacity that the new residential development should set aside for EV charging?

The MoHUA’s amendments to the Model Building Bye-Laws 2016 suggest that there should be EV charging infrastructure for at least 20 per cent of the vehicle-holding or parking capacity in all building types, which include group housing schemes.

This suggestion should be factored into the building regulations and approvals by the local development authorities.

4. What tariffs and service charges can an RWA charge for community EV charging?

EV charging stations attract a single-part tariff, which should not exceed the average cost of supply of the DISCOM up to March 2028. The rates should be lower during solar hours and higher during non-solar hours.

In addition, the service charges should not exceed ₹3-4 per kWh for slow AC charging. while it should be ₹11-13 per kWh for DC fast charging. It also depends on the time of day, excluding GST and land cost.

5. Are there special fire safety norms applicable to EV chargers installed in basements and podiums?

Yes. The state fire brigades and electrical inspectors have issued advisories with respect to the installation of EV chargers. For example, in Maharashtra state, the electrical inspectors have issued an advisory stating that the installation of EV chargers should be carried out at a minimum distance of 2 m from combustible materials. The installation of high-power DC chargers with AC chargers without proper separation should be avoided. In cases where the installation of EV chargers is planned in the basement of a building, a fire NOC should be obtained. The societies must ensure strict control over parking in the parking slots provided for EVs.

6. How will a society be able to track usage and charge the members appropriately for the usage of EV charging stations?

The MoP guidelines recommend separate meters for charging station EV charging stations and encourage digital payments and tracking of usage; many platforms now allow session-by-session tracking and analysis.

Platforms such as Savekar’s CMS based on WhatsApp enable session initiation through QR codes, real-time tracking, and UPI payments, and show user consumption for easy billing and resolution of issues.