Delhi’s EV Policy Gets the Big Picture Right. Charging Needs an Edit

Delhi has done a lot right with its draft Electric Vehicle (EV) Policy 2026. It comes at an important moment in India’s electric mobility journey, where the shift is no longer about early adoption, but scaling up in a structured and durable way. The move from incentives in the 2020 policy to mandates and scrappage-linked measures in the draft 2026 policy reflects that progress. It shows intent, direction, and a willingness to take hard decisions.

The Delhi Government deserves great credit. It is among the first in the country to move towards phasing-out internal combustion engine vehicles in certain segments. That big step sets an important example for other states.

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At the same time, one area of the draft policy needs a closer look: charging infrastructure. The current draft focuses heavily on public charging, which is undeniably important. But private charging, whether at individual, community or captive locations, is equally so. That policy piece is missing from the draft; its omission will become a bottleneck as adoption inevitably scales up.

Electric vehicles do not follow the same refuelling logic as outmoded petrol or diesel vehicles. They do not depend on a network of fuel stations. In fact, most EV charging globally happens where vehicles are parked for long durations, at home, at workplaces, or at depots. In Delhi too, private vehicles remain parked for most of the day, often upwards of 90 percent of the time. That makes private charging central to the transition, not peripheral.

While draft policy mentions the need for a comprehensive charging network, when it comes to actionable measures, it focuses mostly on expanding public charging stations. That is necessary, but insufficient.

Take the example of captive charging. The policy rightly introduces electrification mandates for segments like buses, school transport, and light commercial vehicles. But these segments will rely heavily on charging within their own premises or operational hubs. Schools will need to charge buses within their compounds. Fleet operators will need access to depot-based charging. Without clear provisions to enable this, including for leased or hired vehicles, implementation will be difficult.

Smaller operators and institutions with limited space will also need support. Not every school or fleet owner will have the capacity to set up charging on their own. Shared infrastructure, along with guidance from a coordinating agency, would bridge that gap.
Then there is community charging. The draft defines it, but does little else. In a city like Delhi, where many residents live in group housing societies, this is a critical piece of the puzzle.

Housing societies are often hesitant to invest in charging infrastructure. Their concerns around cost, low initial demand, and technical upgrades like transformer capacity are valid. While Delhi has already amended building byelaws to make new constructions EV-ready, the bigger challenge will be to retrofit existing buildings. This is where the policy must clarify how to assess demand, plan infrastructure, and scope financial and technical support.

The most immediate barrier, however, is for individual users. Today, when someone wants to install a private charger in their designated parking space, they typically need approval from their Resident Welfare Association (RWA). In many cases, this approval is either delayed or denied, often without reasonable justification. While RWAs often cite superficial safety or aesthetic issues, the outcome is the same: people who want EVs are denied the ability to install chargers at home.

This is why the “Right to Charge” is essential.

The Right to Charge, or Right to Plug, is a legal protection that affirms the right of residents to install EV chargers in their own parking spaces, subject to reasonable safety and technical standards. It limits the arbitrary and capricious overreach of housing associations.

This is a principle that has proven effective elsewhere. In 2020, Norway prohibited housing societies from refusing charger installations without valid reasons. More recently, the European Parliament has pushed for similar rights for citizens across Member States through its buildings directive. Several European countries have already affirmed these legal rights.

Delhi could take a similar step. Such a step would fit perfectly with the overall direction of the draft policy, which is already creating more structural supports. The Right to Charge would relieve one of the most common and immediate barriers faced by EV users.
But let us be clear about what this does and does not mean. It does not create a right to parking. It does not override legitimate safety requirements. It simply ensures that if someone has a designated parking space and meets reasonable requirements, they cannot be denied the ability to install a charger without a valid reason.

At the same time, the principle can be extended to community charging, especially for residents without dedicated parking. Ensuring fair and equitable access will be key as adoption increases.

The draft policy is currently open for public comments for 30 days. This is an important opportunity to fix these omissions. Inputs during this period can help sharpen the policy on charging by clearly outlining provisions for captive infrastructure across mandated segments, detailing implementation pathways for community charging in existing housing societies, and incorporating the Right to Charge. This is also the stage where we must clarify operational issues such as approvals, technical standards, and institutional responsibilities, so that the policy is not just ambitious on paper but workable on the ground.

Delhi’s draft EV policy is ambitious and, in many ways, trailblazing. It gets the broader strategy right and builds on the experience of the past few years. But a few important adjustments would deliver its full potential.

Public charging will continue to play an important role. It will give drivers confidence in the range of their vehicles and unlock more opportunity for the commercial use of EVs. But the real backbone of the EV ecosystem will be private, community, and captive charging.
If Delhi can strengthen these aspects, and introduce the Right to Charge, it will not only improve the effectiveness of its own policy but also set a strong example for the rest of the country and, indeed, the world.