Evolving

EV Charging
Infrastructure
in India
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Authors
Jyoti Gulia

Jyoti Gulia is the Founder of JMK Research & Analytics. She has about 14 years of rich experience in the clean energy
segment. Her core expertise includes policy and regulatory advocacy, assessing market trends, financial modelling, and
advising companies on their business strategy. She has worked with leading management consulting companies
including Bridge To India, Tecnova, Infraline and CRISIL. She holds Masters in Business Administration from FORE
School of Management, Delhi and a Bachelors in Engineering from IGIT, Delhi.

Neha Gupta

Neha is an experienced research professional having more than 10 years of work experience with leading corporates
including Evalueserve and Tecnova. She holds a Masters in Business Administration (MBA) degree from Bharati
Vidyapeeth College, Delhi and Bachelors’ degree in Physics (Honors) from Ramjas College, Delhi University.

Design Kritmala.com

Copyright (c) JMK Research & Analytics 2021

Unless otherwise indicated, the material in this publication may be used freely, shared or reprinted, as
long as JMK Research & Analytics is acknowledged as the source.

Disclaimer
The presentation of the materials contained in this report is of a general nature and is not intended to
address the requirements of any particular individual segment or entity. JMK Research & Analytics does
not guarantee the accuracy or completeness of information nor does it accept responsibility for the
consequence of its use.
  

2
  

Contents

Introduction | 4

Market Overview | 7

Key Market Drivers | 12

Central and State Government Initiatives | 16

Key Market Drivers | 23

Challenges | 26

Key Players | 29

Conclusion | 33

3
  

Introduction

The electric mobility (e-mobility) sector in India is categorized

by availability of Electric Vehicles (EVs) on the supply side and
adoption trends on the demand side. Adequate charging
infrastructure is the key prerequisite that will define the
adoption trends of EVs in India. EVs carry limited on-board
energy in the battery packs which need charging from time-
to-time depending upon the battery pack, size, and capacity.
Charging systems are therefore essential for sustainable
operation of EVs.

The charging requirement depends not only on the kind of

vehicle (two-wheeler, three-wheeler, four-wheeler, and bus) but
also on the utility purpose i.e. passenger or commercial.

The Government of India has set a target to electrify 70% of all

commercial vehicles, 30% of private cars, 40% of buses, and 80%
of two wheeler and three wheeler sales by 2030. This target
entails simultaneous penetration of charging stations across
India.

The Government of India has been supporting the EV industry

through schemes such as FAME1 and FAME2 with a major focus
on charging infrastructure. The industry players too have been
quite optimistic and shown an active interest in the overall EV
Charging ecosystem. While EVs are being worked upon by
major OEMs, an ecosystem for the development of chargers,
charging stations, and other services is steadily being built.

The charging infrastructure is the backbone of electric mobility

but is also one of the key perceived barriers to EV adoption
in India given its limited availability and long charging times.
India is picking up the pace in setting up the charging infra but
not as much as is there in other regions like European Union
(EU), USA or China. High operating cost, Discom load and the
uncertainty related to utilization rates of charging stations
are holding back the charge operators from expanding their
current reach.

4
  

In India, there is a lack of government approved standards for

electric two-wheeler and three-wheeler categories. One of the
reasons for this could be the end-user’s preference for battery
swapping and fixed rate of charge. Since the public charging
stations (PCS) cannot offer a fixed rate of charge, such users
favour home charging. Similarly, fleet operators like the state-
run intra-city bus services have a totally different charging
infrastructure requirement. It therefore becomes necessary
that the charging infrastructure strategy be all inclusive for all
vehicle types.

Components of EV Charging Infra

Setting up of charging infrastructure i.e charging station

requires

• Hardware (charger/EVSE)

• Software (Central Management System/mobile app)

• Service (maintenance of charging stations and other

hardware/software)

An EV Charging Infrastructure, in essence, includes the

following:

• Charging station that contains several EVSE (Electric Vehicle

Supply Equipment)/charge points. So, a charge point can
be considered as equivalent to a refueling hose of a gas
station/petrol pump. A charge point in turn contains several
connectors/outlets however, per charge point, not more
than one connector can be active at a time. This connector,
through which the electricity is delivered, can be a socket
or even a cable. A charger is then connected to one of these
connectors basis requirement which then goes directly to
the vehicle’s socket.

• Central Management System (CMS) is a cloud-based

backend system managed by the company operating the
charging station. The CMS manages user authorization,

5
 billing, and rate of charging.

• Mobile Application enables end-users in finding nearest

charging stations, reserving a charging slot, and paying. Digital
infrastructure availability in the form of charging location finders,
IoT infrastructure for multiple cars, online charging reservation
platforms, and online payment platforms completes the value
chain of charging infrastructure efficiently.

Architecture of EV Charging Infrastructure

EVSE

Database
1 2 DC CMS

EV-EVSE communication EVSE-CMS CMS to Mobile app

ensures safe and secure communication helps communication helps
supply for EV battery - gather grid related paramterers - locate charging station
charging - user authorization - reservations,
- billing and - billing details and
- other charging related information - charge status

Source: DHI – Committee Report on Standardization of Public EV Chargers

  

Market Overview

The Charge Point Operators (CPOs) currently have the ownership

of the charging infrastructure they operate, and they follow a
Pay per Use model with different variants for revenue-realization.
Online mapping of these PCOs through smart-phones makes
it convenient for EV owners make digital payments along with
checking location, availability of chargers along with their type.

Segmentation
For scaling up EV adoption, a clear understanding of the necessary
EV charging infrastructure is required as One-size-fits-all approach
will not be the way forward.

The charging requirement for a commercial e-4W that covers

more kilometers per day than a private vehicle is higher. So, while
it is anticipated that the bulk of private e-4W charging would be
from home chargers, the commercial e-4W would prefer public
charging. Even the operation of commercial e-4W fleet varies
significantly based on the type of load they carry, i.e. passengers
or goods. The passenger fleet can further be of two types: on-
demand cab and staff transport. So, other than public charging
facilities, the on-demand cab fleet may prefer captive charging
while the staff transport fleet might prefer charging facility within
the office premises.

Setting up en-route public charging facilities however is not

preferred by a charging service provider owing to the difficulty in
finding space, along with the high expected cost of land rental in a
city.

In case of 2W and 3W, battery configuration of fixed vs. detachable

decides if the charging option will be through plug-in charging
or battery swapping, respectively. Although, battery swapping

7
  

options are popular for e-2W and e-3W, setting up a charging

facility for its own brand of vehicles is beneficial for a four-wheeled
EV manufacturer. Ather and Battre are exceptions here as despite
being e-2w manufacturers, they are setting up their own public
charging facilities.

Segmentation of EV Charging Infrastructure

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Source: JMK Research

Types of charging The EV charging infrastructure market in India, basis the type of
charging, is segmented into battery swapping and direct charging
which is further segmented into AC/slow charging and DC/
fast charging. The power that comes from the grid is always AC
(Alternating Current). Vehicle batteries are however always charged
by DC (Direct Current).

8
  

The battery swapping option allows a vehicle’s discharged battery

or battery pack to be immediately swapped for a fully charged one,
thereby eliminating the delay involved in waiting for the vehicle’s
battery to charge. This option is suitable for e-2W and e-3W in
India.

• AC/Slow Charging: The power received from the grid is AC

power. When charging portable electronic devices (e.g. mobile
phones, EVs), the power needs to be converted from AC to DC.
This is done by a converter. In the case ofEVs, this converter/
onboard charger is inside the car. Here, AC is supplied to the
onboard charger of the vehicle that converts AC into DC that
ultimately charges the vehicle battery. This charging method is
most suitable for parking spots where the car will stay parked
for 20 minutes or longer. The slow charging methods include
Bharat AC-001, a low voltage charging technology which is the
most economical of all the standards, and Type 2 AC with 7.4
kW of power output. Type 2 AC is faster than AC-001. Though
upto 22 kW of power output can be considered but no vehicle
for this power output is available in India. However, OEMs like
Volvo and BMW have plans to launch 22 kW compatible EVs by
the end of 2021.

• DC Charging: Fast chargers for EVs make use of DC

charging. They convert the power before it enters the vehicle.
After conversion, the power goes directly into the car battery,
bypassing the car’s converter, an onboard charger. The electric
4-wheeler (4W) vehicles in India however do not have an
on-board charger beyond 7.5kW. This is to save or minimize
costs in vehicle. Hence most of them use AC chargers. A DC
installation requires a lot of power from the grid (around 125
A). This makes its costs (production, installation as well as
operation) quite high, resulting in higher tariffs for charging.
However, it is the preferred charging method to quickly
recharge during long-distance trips as it usually allows for
much faster charging. This type of charging is mostly found
along highways rather than at business locations or homes. The
fast charging standards include Charge De Move (CHAdeMO),
Bharat DC-001, and Combined Charging System (CCS). CCS
(available as CCS1 with 5-pin AC connector and 2-pin DC
connector and CCS2 with 7-pin AC connector and 2-pin DC
connector) is majorly used by most of the US, European, and
South Korean automobile manufacturers while CHAdeMO is
primarily used by Japanese automobile manufacturers.

9
  

AC Charging vs. DC Charging

Alternate Current (AC) Direct Current (DC)

onboard
charger Battery
DC
Rapid Charging

Source: JMK Research

Compatibility of Charging Standards with different EVs

Standard Examples of Compatible e-Models in India

Bharat AC-001 Mahindra e2o, Mahindra e2o Plus P6, Tata Tigor (Charging Time: 6 hours)

Bharat DC-001 Mahindra e2o Plus P8, Mahindra e-Verito, Tata Tigor (Charging Time: 1.5 hours)

CHAdeMO Hyundai Kona

CCS Hyundai Kona, MG ZS EV, Tata Nexon EV

Source: JMK Research

• Location
The EV charging infrastructure market in India, basis the location type,
is segmented into cities and highways. Majority of charging stations are
however currently being deployed in cities with plans underway to install
more charging points in major expressways and highways.

10
  

Components The EV charging infrastructure market in India, basis the type of

component, is segmented into software & services, and hardware.
Software & services include platform as a service, installation
and maintenance of charging units, and towing service and
battery delivery service, which are in a very nascent stage in India.
Hardware includes charge points, connectors, and chargers and
associated equipment. The charging technologies involved in
setting up a charging infrastructure are rapidly evolving. However,
the equipment market is still in its nascent stage.

End-Use The EV charging infrastructure market in India, basis end-use, is

segmented into Home Charging, Commercial Charging, and Public
Charging. Home charging is a type of AC Charging.

• Home chargers generally use a 230V/15A single-phase

plug that delivers an output power of upto 2.5kW. Further, the
electricity consumed is added to home-metering.

• Public charging, referring to outside-home charging,

enables interoperability between EVs offered by different
automakers and charging stations. Public Charging Stations
(PCS) could be set up at petrol pumps, municipal parking lots,
malls, and government office complexes. Countries with higher
population density have denser public charging network
measured in number of vehicles to charge point (VCP). The
Netherlands (450 persons per sq. km) has a VCP of 4, China
(150 persons per sq. km) has 6, and the US (36 persons per
sq. km) has 79. Therefore, in country like India which has high
population density and less space, public charging network is
necessary. In addition, in cities like Delhi and Mumbai where
70 per cent of cars are estimated to be parked on the roads,
very few city dwellers own a garage/parking space for their car.
This necessitates availability of a public space that is used by
multiple vehicles on a shared basis.

• Commercial/Captive charging The third kind of charging

option is for an entity/Company’s own vehicles (e.g.- MG
Motors) or say for instance, for a cab aggregator’s own fleet.
The charging stations falling under this option are set up inside
corporate premises and not in public domains. Such charging
stations are optimally utilized (~80%) as stated by CPOs like
Volttic.

11
  

Market
Market Sizing
Sizing

The overall market for charging infrastructure in India is fragmented

and unstructured owing to segregation in terms of public vs. private
players and PCS vs. commercial charging. The market size, therefore,
can best be gauged through the count of charge points established
by the major CPOs (public plus private) in India till date as well as the
PCS established under various schemes – FAME I/FAME II as of now.

Similarly, the plans for upcoming months/years can be analysed

through the outlook numbers suggested by the respective CPOs as
well as the tenders/EOIs already sanctioned/announced.

Current Status

PCS

As of 15th March 2021, DHI has sanctioned 3397 charging stations

under FAME scheme

12
  

Charging stations established under FAME schemes

EV Stations established as per FAME I Scheme *

EV Stations earmarked as per FAME II Scheme

Himachal Pradesh 07 10

Uttarakhand 10

Uttar Pradesh 11 207

25 Jammu and Kashmir

Bihar 37

50 70 Chandigarh Jharkhand 25

50 Haryana Sikkim 29
101 72 Delhi Assam 20

53 205 Rajasthan Meghalaya 40

278 Gujarat

West Bengal 141

235 Madhya Pradesh
Orissa 18
317 Maharashtra
Chhattisgarh 25

Telangana 30 138

37 172 Karnataka Andhra Pradesh 266

Puducherry 10

211 Kerala Tamil Nadu 281

*Delhi-Chandigarh Highway: 16 ; Mumbai-Pune Highway: 15; Jaipur-Delhi-Agra: 29; Goa: 6

Source: Department of Heavy Industry, JMK Research

13
  

Charge Points

The charge points established by key CPOs, till recently, throws light
on the estimated count as well as public player vs. private player
segregation. While EESL stands out in the race, owing to its bagging
of all the major contracts under FAME I scheme and being a public
entity, private players like TATA Power are also doing exceptionally
well.

Number of Charge Points of Key CPOs*

Others, 1290, 30%

1200, 29%

Total Charge Points

100, 2%
(100%) = 4,305

190, 4%
800, 18%

215, 5% 300, 7%
210, 5%

Source: JMK Research

* Data for Tata Power, EVI, and ESSL is not confirmed. Numbers published for these three players
are taken from various industry news articles

14
  

Future Plans

The country is riding high on the support extended by the

government through FAME I and FAME II schemes as well as the
interest shown by the private players. The future therefore looks
bright as can be assessed from the EOIs and tenders announced
along with the plans of the industry players.

Encouraging Numbers from EOIs/Tenders

The DHI sanctioned 3,397 EV charging stations under the second

phase of Faster Adoption and Manufacturing of Electric Vehicles
India (FAME II India) scheme as on Jan 11, 2021. Out of this, the
DHI approved setting up of 2,636 EV charging stations - 1,633 fast
charging stations and 1,003 slow charging stations - across 62 cities
in 24 states and union territories (UTs) of India in January 2020.
Maharashtra was allotted the highest number (317) while Karnataka
and Tamil Nadu were allotted 266 and 256 stations respectively.

The Ministry of Heavy Industries and Public Enterprises also

sanctioned 241 additional charging stations in September 2020. In
October 2020, the DHI extended an EoI to have atleast one charging
station every 25 km on both sides of highways/roads and minimum
one Long Range/Heavy Duty charging station at every 100 kms
on both sides of highways/roads. The parties invited included
government organizations, public sector undertakings (PSUs),
state-owned distribution companies, and private companies to set
up ~1,500 charging stations (nine expressways with a total length of
1,775 km will have a minimum of 174 charging stations and 16 arterial
highways having a total length of 13,370 km, will have a minimum of
1,370 charging stations) on 25 expressways and highways.

A similar EoI was issued in August 2019 to deploy ~7,000 EV charging

stations and received 106 proposals from public as well as private
entities. However, it sanctioned only 2,877 charging stations.

Substantial Numbers from Plans of Leading Players

JMK Research expects that in the next 18 months, the total number
of charging stations to be established by key players including
some fresh start-ups will be around 7,000. Out of this, the state-held
players – EESL and REIL – would account for ~50% of the market
share. This will be followed by some experienced and already
established private players – Volttic, Tata Motors, and Fortum.
15
  

Central-State Government
Initiatives

Policy Roadmap for EV Charging Infrastructure in India

FAME-II commenced
2019
from April 1, 2019. Cabi-
net approved an outlay
of INR 10 billion for
charging infrastructure
out of the total allocated
FAME-I in operation
2015 INR 100 billion (i-e-~10%)
between April 1, 2015 and
March 31, 2019. Cabinet
approved an outlay of INR
0.3 billion for charging
infrastructure out of the
total allocated INR 7.95
billion (i-e-~3.8%)

National E-Mobility
2018
Programme launched in 2018
for entire e-mobility ecosystem
with focus on creating charging
infrastructure and policy
framework so that by 2030 more
than 30% of vehicles are electric.

NEMMP In 2013, the Government of India launched NEMMP 2020, intending to

reduce dependence on crude oil for transportation by promoting EVs
in India. It is a National Mission document providing the vision and
the roadmap for the faster adoption of EVs and their manufacturing
in the country.

16
  

FAME-I As part of the NEMMP 2020, the Department of Heavy Industry (DHI)
launched a Scheme viz. Faster Adoption and Manufacturing of (Hy-
brid & Electric Vehicles in India (FAME India) Scheme for a period of 2
years commencing from 1st April 2015. The Scheme was implemented
through four focus areas namely (i) Demand Creation, (ii) Technology
Platform, (iii) Pilot Project and (iv) Charging Infrastructure.

The scheme had an approved financial outlay of INR 7.95 billion for
a period of two years out of which INR 0.3 Billion was earmarked for
the installation of charging infrastructure (INR 0.1 Billion for FY 2015-16;
INR 0.2 Billion for FY 2016-17

National E-Mobility Launched in 2018, the program targets 30% of vehicles to be electric
Programme by 2030. In addition, the programme, envisaged that no licensing to
setup charging infrastructure in India would be required and the tariff
would be less than Rs 6.

FAME-II Based on the experience gained in the Phase-I of FAME India Scheme,
it was observed that sufficient bandwidth of charging infrastructure
is required to achieve expected outcome of the plan, which is being
addressed presently in Phase-II of FAME Scheme notified on 8th
March 2019.

Under FAME II India Scheme INR 10 Billion (INR 3 Billion for FY 2019-20;
INR 4 Billion for FY 2020-21; INR 3 Billion for FY 2021-22) has been allo-
cated for the establishment of charging infrastructure. 241 charging
stations for electric buses were sanctioned under the scheme.

• The scheme proposes to offer the buyer one fast charger for every
10 electric buses and one slow charger per electric bus

• Funding available for the establishment of charging infrastruc-

ture to the extent of 100% of cost involved.

• Six projects for setting up of EV charging infrastructure have been

funded under this Scheme. These include four solar projects, with
Bharat Heavy Electricals Limited (BHEL) and Rajasthan Electron-
ics & Instruments, Jaipur (REIL) setting up two.

• Similarly, among conventional infrastructure mahindra Reva Elec-

tric (now Mahindra Electric Mobility) has received funding for its
public fast charging infrastructure network in Bangalore, which it
will set up in collaboration with Lithium Urban Technologies.

17
  

Other Amendments 1. Several amendments were made to the Model Building Byelaws
and Supports (MBBL) 2016 and Urban Regional Development Plans Formula-
tion and Implementation (URDPFI) Guidelines 2014 to establish a
robust EV charging infrastructure.

2. The Housing and Urban Development Ministry of India issued

guidelines in January 2019 that mandated commercial and resi-
dential complexes to allow 20% of their parking space for accom-
modating EV charging facilities.

3. Oil-ministry guidelines, in October 2019, allowed Companies with

a net worth of INR 2.5 billion to sell petrol and diesel subject to
condition that they install facilities for marketing of at least one
new generation alternate fuel such as CNG, LNG, biofuels or EV
charging within three years of start of operations. Many gas sta-
tions are therefore opting for EV charging to adhere to that con-
dition.

Ministry of Power • Priority of roll out of EV public charging infrastructure includes

mega cities and all connected expressways and highways (Phase
guidelines for states on
I for 1-3 years) followed by big cities like UT headquarters and state
Charging Infrastructure capitals and connected highways (Phase II for 3-5 years).
for EVs
(as of October, 2019) • Permission for private charging at offices/residences.

• The battery charging station (BCS) will be treated at par with the
public charging station (PCS) and the applicable tariff for elec-
tricity supply will also be the same as for the PCS.

• To boost setting up of public EV charging stations in India, de-

licensing of EV public charging infrastructure allowed (through
a clarification issued on April 13, 2018) i-e- Companies setting up
charging infrastructure for EVs do not require any separate li-
cense for electricity transmission, distribution, or trading.

I. Connectivity for PCS will be provided on priority by the Distri-

bution Company licensee and any charging station can ob-
tain electricity from any generation company through open
access.

II. Each PCS to have one or more or any combination of char-

gers – CCS/CHAdeMO/Type 2 AC for fast charging and Bharat
DC-001/Bharat AC-001 for slow charging. Other requirements
include appropriate civil, cabling, electrical works; 33/11 KV
line/cables; exclusive transformer; and adequate space for

18
  

Fund allocation under Phase I and Phase II of FAME, INR Billion

FAME-1
2015-2016
(
2016-2 INR 0
017 .1
(IN Bil
R li
0. on
2
B

) ion
20

ill
n) 1

9-
o

)
lli

20
Bi

20
R3

(IN
2021-2022 (IN

R3B
illion)
INR 10.3 Billion

)
li on
2020 4 B il
-2 0 2 1 ( I N R

FA M E-2

Source: Department of Heavy Industry

charging and entry/exit of vehicles.

III. Tie-up with atleast one online network service provider

(NSP) required to enable advance online/remote booking of
charging slots by EV owners.

IV. PCS for long-range EVs/heavy-duty EVs (trucks, buses) need to

have atleast two chargers of minimum 100kW each of differ-
ent specification and appropriate liquid cooled cables.

V. In addition, provision of at least one charging station with-

in each 3km x 3km grid and at every 25 km on both sides of
roads/highways is required. For long-range EVs, the require-
ment is to have fast charging stations at every 100 km on both
sides of roads/highways.

19
  

VI. The Central Nodal Agency for rollout of EV public charging

infrastructure is Bureau of Energy Efficiency (BEE). Similar-
ly, every state should nominate a Nodal Agency for the de-
ployment of public charging infrastructure. The State Nodal
Agency (SNA) is responsible to achieve a phased plan for pri-
oritized roll-out of public charging infrastructure by selecting
an Implementation Agency to set up, operate, and maintain
public charging facilities in the state.

• Private charging points meant for non-commercial use of individ-

ual EV owners do not need to follow any minimum infrastructure
requirements. Similarly, captive charging infrastructure meant
for internal use for a company’s own/leased fleet does not require
to have NSP tie-ups to install chargers as were required for PCS.

• The tariff for the supply of electricity to the EV PCS should not be
more than 15% of the average cost of supply of power.

State-wise Announcements

Targets (# of Charging
State Stations/Charging Station Infrastructural Incentives Financial Incentives
Density)
Capital Subsidy of 25% (maximum of INR 1 Mil-
Mandating all new commercial
lion) of the value of the charging station equip-
Andhra Pradesh complexes, residential townships,
ment/machinery for first 100 stations utilizing
0.1 Million (by 2024) and housing societies with a
DC Chargers (100V and above); Capital Subsidy
(Approved) built-up area of 5,000 sq. m. to
of 25% (maximum of INR 30,000) for first 300
have charging stations
stations utilizing DC Chargers (below 100V)

Bihar
Charging infrastructure to be 25% capital subsidy on machinery/ equipment
Every 50 km on all highways created at all major government (limited up to INR 1 Million per station) for first
(Drafted June 2019, awaiting
offices 250 commercial EV PCS
approval)

Mandatory provision of charging

Chandigarh spots in all commercial complex-
30% subsidy on installation of home chargers;
es and dedicated lanes in every
1,000 (by 2030) 15% subsidy to charging infrastructure compa-
(Drafted October 2019, awaiting sector; INR 4/unit rate including
nies that plan to install PCS
approval) 30% subsidy on the power bill for
home charging

20
  

Targets (# of Charging
State Stations/Charging Station Infrastructural Incentives Financial Incentives
Density)
For private charging
Capital subsidy for the cost of charger instal-
points,changes in building bye-
Delhi lation expenses to be provided to the selected
laws to be made so that all new
Every 3 km Energy Operators; A grant of 100% for the pur-
home and workplace parking are
(Approved August 2020) chase of charging equipment up to INR 6,000
‘EV ready’ with 20% of all vehicle
for the first 30,000 charging points
holding capacity

Gujarat
Reserved parking/ charging facil-
N/A ity for EVs; Charging points to be N/A
(Drafted September 2019, await-
provided in office parking areas
ing approval)

Karnataka
Every 50 km on highways be- Mandating charging infrastruc-
N/A
tween prominent cities ture in public buildings
(Approved September 2017)

Mandating all new permits for

housing societies, residential
townships, and commercial com-
plexes with a built-up area 5,000
Kerala Every 5km x 5km grid in cities sq. m. to have a charging station;
and at every 25 km interval along new and renovated non-residen- N/A
(Approved March 2019) the entire National Highway tial buildings with 10 equivalent
car spaces to have atleast 20% EV
ready spots while 100% demar-
cated EV ready spaces required
for residential ones
For PCS, Capital Subsidy of 25% of the value of
the charging equipment/machinery for first 300
Mandating all new permits for
charging stations (Maximum of INR 0.15 Million)
Madhya Pradesh housing societies, residential
Every 50 km on major roads for small charging stations; Maximum of INR
townships, and commercial com-
including highways 0.2 Million Capital Subsidy for first 100 medium
(Approved October 2019) plexes with a built-up area 5,000
charging stations; Capital Subsidy of Maximum
sq. m. to have a charging station
of INR 1 Million for first 100 large charging
stations

Allowing for setting up of com-

Maharashtra 25% capital subsidy on machinery/ equipment
mon PCS in parking areas of
None (limited up to INR 1 Million per station) for first
malls, residential properties (not
(Approved February 2018) 250 commercial PCS
mandatory)

21
  

Targets (# of Charging
State Stations/Charging Station Infrastructural Incentives Financial Incentives
Density)
For new and renovated buildings,
the count stands at 1 Electric
25% capital subsidy on equipment/machinery
Punjab Charging Spot (ECS) for every 3
(limited up to INR 50,000 per private charging
parking slots and 1 ECS for every
None point) for the first 1,000 charging points; capital
(Drafted November 2019, await- 5 parking slots for residential and
subsidy to be 50% in case the charging equip-
ing approval) non-residential complexes that
ment is manufactured in Punjab
have parking demarcated for
atleast 10 cars.
At least 10% of parking space to In cases where State Goods and Services Tax
be earmarked for setting up EV (SGST) reimbursement is not applicable, a
Tamil Nadu Every 25 km intervals on both
charging stations in commercial capital subsidy of 15% will be given on eligible
sides of NHAI and State High-
buildings including hotels, cin- investments over 10 years; Manufacturing units
(Approved September 2019) ways
ema halls, shopping malls, and related to charging infrastructure to receive
apartments 100% electricity tax exemption till 2025

Every 50 km within state

Telangana Preferential parking slots with
boundaries on highways to cities
required charging infrastructure
like Bengaluru, Mumbai, and
(Cabinet approval August 2020) to be made available
Chennai

Mandatory for public parking

spaces, new housing societies,
residential townships, and Capital Subsidy of 25% on fixed capital invest-
Uttar Pradesh
commercial complexes with a ment (excluding land cost) to first 100 charging
0.2 Million (by 2024)
built-up area 5,000 sq. m. to have stations (maximum of INR 0.6 Million per
(Approved August 2019)
a charging station charging station)

Source: State EV Policies, JMK Research

22
  

Key Market Drivers

India is expected to witness considerable growth in the EV Charging

Infrastructure market owing to the following key drivers

Strong There has been continued and expanded policy interventions at

state and central level to ensure deployment of charging infrastruc-
Government
ture in the last few years.
Push
• The first and most significant step has been to treat EV charging
as a “service”. This allows anyone to set up and operate an EV
charging station without requiring a license.

• The states have introduced fiscal and non-fi¬scal incentives such

as reduced tariff charges for the manufacture and operation of
chargers. In addition, treating ‘EV Charging Station’ as a separate
category under Tariff Order by electricity regulators has been a
step in the direction of promoting e-Mobility in the country.

• In the Union Budget announced in July 2019, GST rate on EV

charger/charging stations was reduced from 18% to 5%.

• The government, as of November 2020, is planning to set up

at least one EV charging kiosk at around 69,000 petrol pumps
across the country to induce people to go for electric mobility.

Industry Setting up of charging infrastructure has evinced interest from

many automobile companies and other private players, including
Initiatives
standalone charging infrastructure developers.

• Tie-Ups
1. With Fleet Operators (for employee transportation by
MNCs): When it comes to the business prospects for CPOs,
large-scale fleet operators like Ola, Uber, Lithium Urban,

23
  

Zoom Cars, and door-to-door delivery/courier operators are

expected to become strategic drivers of the market. They
have the right business incentives to develop strategic
charging and digital infrastructures to support their own
EV fleet given that they often operate many vehicles across
India. Add to that the strong financial backing from inves-
tors, large fleet operators have become the early adopters
of charging infrastructure in India.

2. With Petrol Pumps: Charging companies/OEMs are ty-

ing up with petrol pumps to increase the reach of charging
primarily through battery swapping option. OLA Electric
Mobility and Sun Mobility have already tied up with Indian
Oil Corporation (IOC) for battery swapping stations while
VoltUp has tied up with Hindustan Petroleum Corpora-
tion Ltd (HPCL) for 50 battery swapping stations. Similarly,
Bharat Petroleum Corporation Limited (BPCL) has part-
nered with EV-maker Kinetic Green Energy and Power
Solutions and IIT Madras for technology support, for supply
of swappable lithium-ion batteries at its retail outlets in
Kochi and Lucknow in the first phase for e-3Ws.

3. With shop owners: e-2W Companies (like Ather) are

opting for decentralized charging systems where they have
tied up with shop owners in many instances to use part of
their space for the chargers or tied up with kirana stores for
battery swapping (like Bounce).

• Community Charging Stations: There has been an in-

creasing trend of setting up of EV charging stations known as
community charging stations by hotels, businesses, or resorts
which are at a distance of 40-70 km around cities to setup
normal 15 Amp charge points for electric cars and electric bikes.
This phenomenon has been captured and supported by initia-
tives such as PluginIndia, a community of EV users and enthusi-
asts in India who have been promoting EVs since 2013. Around
257 such community charging stations existed as of January
2020 across India, with routes such as the ones between Mum-
bai and Nashik, Mumbai and Pune (up to Mahabaleshwar, Delhi
and Jaipur, Bengaluru to Mangaluru, and Chennai to Mahabali-
puram.

• Charging Plazas: In order to boost the e-mobility ecosystem

in India and availability of charging facilities at public places,

24
  

there has been an advent of charging plazas with India’s first

public charging plaza already inaugurated on July 20, 2020 at
Chelmsford Club, New Delhi, by EESL. The charging plaza is ca-
pable of charging 14 electric cars at the same time. Technically,
a plaza has more than one charger with different types of power
output for servicing different kinds of automobile models. EESL
has plans to install around 10 EV charging plazas during the
2020-21 fiscal.

25
  

Challenges

India’s infrastructural challenges are unique, and, hence, the best

e-mobility practices identified in advanced international markets
might not be effective or feasible to address India’s problems. The
approach to tackling the challenges and thereby developing solu-
tions needs to be home-grown or tailor-made for Indian cities.

End-User • Range Anxiety: For an EV user, range anxiety deals with the
challenges concern for the number of kilometres an EV will run i-e- how
long will the battery power last. In India, a primary factor investi-
gated thoroughly before purchasing an ICE vehicle is its mileage
i-e- number of kilometres per litre. Many EV users like to travel
long distances on a single charge, which is not feasible with the
current battery technology installed in electric cars. A recent
study by lubricants major Castrol on 1,000 consumers, fleet
managers, and industry specialists across India indicate that
drivers expect a range of 401 km from a single charge.

• Time Anxiety: Customers are keen to charge as quickly as they

can refuel a petrol tank, which is not feasible with the current
charging technologies especially with the slow charging tech-
nologies. The study by lubricants major Castrol indicate that
drivers expect a 35-minuite average charge time and not more
than that.

• Charge Anxiety: Charge anxiety is about whether or not the EV

will find a charging station in the first place. This is followed by
the issue of trust. In case of a gas station, for instance, people in
India often check the meter twice even before filling the tank;
similarly, they have trust issues with electric charging stations
such as whether the vehicle is getting charged or not and
whether the charging station is working properly.

26
  

CPOs • Sub-optimal Utilization Rates of ~10-15% at public charging

stations, considering a fast charging station charges a car in ~1.5
hours and not more than 2-3 cars coming in on any given day,
do not compare with the huge capital that has been invested in.
The CAPEX per station excluding land cost/rent in the current
situation where 6 guns are required to be installed, comes out
to be ~12 Million considering average cost of Rs. 2 Million per
charging gun. These high costs associated with the equipment
and its installation acts as the major challenge when the returns
are not substantial owing to utilization rates being quite poor.
The utilization rate in turn is low because of not-so encourag-
ing EV numbers on road. Taking into account the current trend
including the FAME II scheme and its benefits, the number of
EVs on the roads are not expected to be exciting enough, till say
2024, to look at operating charging infrastructure as a stand-
alone business.

• Land banks including parking spaces in right corners of the cit-

ies has been one of the bottlenecks that the government till now
has failed to address. Even the state enterprises have been fac-
ing the issue of procurement of land even though they get the
land for free of cost as per the government order. In addition,
there have been no fixation of charges, leading to high rental
costs. For instance, in certain cases, land lease alone is said to
constitute more than 40% of the operational cost of a charging
station.

• FAME II requires having atleast 2 chargers of ~100kW each on

every PCS which works fine in a state like Delhi that considers
this much power under the low tension (LT) connection. How-
ever, in a state like Gujarat/Uttar Pradesh that considers limit of
LT connection as ~50kW, the concerned CPO will have to go for
high tension (HT) connection and in the process, install cables,
transformers etc.. The price of latter is 2-3 times more than the
subsidy it is getting. So, the whole effort goes in for a toss.

Private Fleet • Obtaining a reliable electricity connection for an EVSE installed

Operators at the EV charging station that is owned and operated by fleet
operators is a concern.

• The cab aggregators/fleet operators operating in multiple states

find it difficult when different tariffs for EV charging are charged
in different states with many states declaring EV as a separate
tariff category.

27
  

DISCOMS • Distribution network and frequent overloading of system

components. The issue of increase in peak load of the service
areas will require more investment in network up-gradation and
procurement of power which will not be profitable for DISCOMs
in the long run.

• Unpredictable electricity demand, given the consumers charge

their vehicles at various locations and for varying periods. This
will impact the grid in terms of power quality. Further mass
adoption of EVs will lead to skewed nature of power demand
which in turn will lead to issues including unforeseen peaks in
power consumption including transformer overload, voltage
drop and voltage imbalance, along-with harmonics injection.

28
  

Key Players

List of key CPOs based on count of charge points

Charge Point Operator Description

Noida-based Volttic, a trademark product of Tvesas Electric Solutions Pvt. Ltd., offers EV Charging Services
including EV Charging Stations and Cloud-based Charger management system. The Company’s core
business is EV charging (commercial charging and home charging) where it entered in the year 2017.

Commercial Charging: The primary clientele here includes fleet operators especially employee
transporters that offer fleet services to Companies like Fidelity, Infosys, and Wipro.

Home charging: Volttic doesn’t own the set-up here and only sell out the required infrastructure.

Location: The Company has pan-India presence in metro cities including Delhi-NCR, Mumbai, Pune,
Hyderabad , Bangalore, and Chennai. Volttic chargers are currently operating at corporate offices of
Infosys, Mckinsey, Fidelity ,HP Computing, TESCO, JP Morgan, and Amazon along with having public
installations at Indore,Mumbai, Delhi, and Gurugram.

Vehicle-Type: Volttic solutions support all types of EVs - 2W, 3W, 4W, and electric buses. Volttic chargers
range from 3.3 kW to 22 kW on AC side where as DC fast charger ranges from 15 kW to 150 kW.

Order Value: Volttic already boasts of orders worth ~USD 1 Million. The company is planning to deploy
25,000+ fast charge points by 2025 across Indian cities.

Charge points Installed: 190+

It is a Vadodara-based start-up, part of TecSo Global group, and operational since 2018; It received
pre-Series A Funding of USD 3 Million in November, 2020. The Company recently acquired the battery
swapping stations of OlaElectric.

Charger Type: Type 2 Fast DC and Fast CCS2 150 kW DC (for electric bus)

Clients: Ashok Leyland, EEE-Taxi, Shuttl, SmartE, BluSmart, Bajaj Auto

Charge points Installed: 210+

A joint venture (JV) between the Government of India & the Government of Rajasthan, it is one of the
leading state-held players in the EV charging infrastructure space.

Charge points Installed: 800

29
  

Charge Point Operator Description

It is a subsidiary of Finland-based clean-energy Company, Fortum and has been in operation since the
end of 2017.

Vehicle Type and Locations: The Company offers public charging specifically for e-4W and fleet operators
and operates in 7 Indian cities as of now.

Charger Type: Primarily fast dc charging points (DC-001) followed by CHAdeMO and CCS
(part of Fortum India Pvt.
Ltd.)
Clients: MG (Morris Garages) Motor India, Indian Oil, Hyderabad Metro, GoMechanic

Diversification Plans: The Company has plans to come up with ~250-300 charge points every year. It
is working with Swedish light EV manufacturer Clean Motion to jointly develop a battery swap system
tailored specially for light EVs – taxis – such a station is already installed at DLF Mall of India, Noida.

Charge points Installed: 100

TATA Power is operational at the entire value chain of conventional & renewable energy. It offers end-
to-end customized solutions for EV charging including EV Chargers of different charging standards,
Backend Power Infrastructure, Charger Installation, Charger Management Software Platform
Subscription, Annual Maintenance, and Mobile App.

Charging Segment: Public Charging

Charger Type: AC/DC (7 kW to 50 kW); CCS2 standard

Clients: Prakriti E-Mobility Private Limited, MG Motor India, TATA Motors, Jaguar Land Rover (India)

Charge points Installed: 300

It is a JV of 4 PSUs - Power Finance Corp. Ltd., NTPC Ltd., POWERGRID Corp. of India, REC Ltd.; formed to
offer renewable energy services. Services offered include procuring EVs for deployment in Government
Departments and Ministries and setting up charging infrastructure

Charging Segment: Public and Captive Charging

EESL
Charger Type: DC-001/AC-001

Clients: NDMC Delhi, CMRL Chennai, Maha Metro Nagpur, Noida Authority, SDMC Delhi, Naya Raipur
Development Authority, NKDA Kolkata

Charge points Installed: 1200

EVI Technologies, a startup incubated in June 2017, at the government-funded Electropreneur Park in
Delhi. EVIT offers its charging stations on lease for private users. It offers has two products—a battery for
e-2W and e-3W and a charging point which can be set up at both public places and homes. EVIT has
developed VCube EV Charging Station capable of charging EVs in less than 80 minutes. The Company
won orders for 50 charging stations from EESL in December 2017.
EVI Technologies Private
Limited (EVIT) Charger Type: AC (slow) – AC Type 2 Charger and AC-001 Charger; DC (fast) – Li-ion charger for e-3W and
DC-001 Charger; Battery Swapping

Locations: 16 different locations in 10 states

Charge points Installed: 215

30
  

Basis the number of chargers installed, the overall experience in the charging infrastructure
space in India and abroad, and the tenders won, the key charger OEMs have been identified as
follows:

Charger OEMs

Charger OEMs Description Clients Installations/Plans

Delta Electronics India, part of Taiwan-

based Delta Group and a subsidiary of Delta • Maharashtra
Electronics (Thailand) PCL, has been operating Mantralaya
in India, since 2003 as a Power and Energy • EESL Established 700 chargers as of
management company with focus on Power • NTPC December, 2019.
Electronics, Automation, and Infrastructure. • PowerGrid
Delta Electronics
Cooperation Delhi Under EESL tender, as of 2019, BHEL
The EV Charging Solutions offered by the • SDMC Office and Delta had to supply 100 DC
Company include AC EV charger, DC quick • Gujarat Bhavan chargers
charger, and Site Management System. AC and Delhi
DC EV Chargers start from 3.3 kW up to 150 • Ministry of Health
kW

• Installed 125 chargers as of January,

2018.

Exicom, founded in 1994, is operational in 3 key • Won EESL tender in May, 2018 to
business areas of storage, telecom, and green supply 100 DC fast chargers of
mobility. The Company established new BUs 15kW and 1,080 AC chargers of
of EV Battery and EV Chargers in 2018. The EV 3.3kW
charging product portfolio of Exicom includes • Won EESL tender in November
• EESL
Exicom Tele-Sys- Bharat EV DC Charger 15kW/ 20kW; Bharat EV 2019, for 200 122-150 kW CCS/
• REIL
tems AC Charger 9.9kW; Type 2 AC Charger 7.5kW/ CHAdeMO/Type 2 AC PCS fast
• NTPC
11kW/ 22kW; and Harmony - Fast combined AC chargers.
& DC Charger. The Company offers complete • Won NTPC tender in August 2018
range of EV charging solutions including AC, for development of EV DC charging
low and high voltage DC fast chargers, and infrastructure comprising of 120
portable chargers. kW and 50 kW CCS chargers
for e-buses at Jabalpur, Madhya
Pradesh.

Betting big on the EV market in India and

ABB is considering to locally manufacture Installed ~10 chargers as of now
EV charging equipment out of its Bangalore
facility. ABB has tied up with local partners to It installed its first EV charger (ABB
ABB EV Motors India
offer public charging stations across Ludhiana, Terra 53, a 50kw fast charging station)
Delhi, Chennai, Coimbatore, Nagpur. ABB India in India at the NITI Aayog building in
manufactures chargers for passenger cars as Delhi in February, 2018.
well as buses.

31
  

Charger OEMs Description Clients Installations/Plans

• Bagged contracts for 5,264

charging stations in November,
2020 and January, 2021 alone.
Okaya is a leading player in the Indian Battery
• Contract from Power Grid, for 55
Manufacturing Industry. The diverse product
Multi-Standard EV charger (100
portfolio of the Company includes Tubular
kW) in Shillong, Meghalaya and of
Battery- Inverter Battery and Solar Battery,
Okaya Power Pvt. • REIL 200 multi-standard EV chargers
E-Rickshaw Battery, as well as Lithium and EV
Ltd • EESL between 122-150 kW, 10kW AC
charging solutions. The Company offers AC/DC
slow chargers and 15kW DC fast
chargers as well as off-board AC charger for use
chargers in November, 2019.
at residential locations and offices for personal
use. • It has over 10,000 charger
installation orders and had
completed over 500 till November,
2020.

32
  

Conclusion

With strong government thrust for EV transition and hence EV

charging infrastructure, the key stakeholders have been encouraged
to drive the market growth on the back of proper regulatory mech-
anism and industry initiatives. EV policy incentives of various states
as well as central initiatives including lowering of GST rates and intro-
duction of FAME schemes have been able to set up an initial base for
private players – CPOs, equipment manufacturers, cab aggregators,
and other such players – to operate efficiently.

The Companies are however facing challenges in terms of paying

fixed capacity charges based on connection capacity (kVA or kW) in
states like Maharashtra, Haryana, Jharkhand, Gujarat, Chandigarh,
and Karnataka. The infrastructure set up by these players have been
lying under-utilized owing to lesser number of EVs on roads. There-
fore, there should be minimum/no capacity (fixed monthly) charges
on EV tariffs in the initial 3 to 5 years for CPOs as volumes will be very
low and the capacity will be barely utilized. In addition, the govern-
ment needs to plan for increasing the number of EVs on road by say,
buying a greater number of EVs than what it is already doing through
EESL for the different government departments. In addition, the gov-
ernment can even decide to lease such vehicles in cases where bud-
get constraints do not allow for outright purchase. As per CPOs, only
an increase in number of EVs will lead to more utilization of already
installed chargers and hence encourage private players to enter the
market and already existing players to increase the installed capac-
ity. Lastly, there needs to be clearly defined market rules as regards
which stakeholders pays for which element) in charging infrastruc-
ture, for instance, if CPO needs to pay for public/private land. Sim-
ilarly, if fleet operators need grid optimization for accommodating
charging in say an office building for 20 vehicles then who pays for
that element. This will help strike a balance of optimum investment
and maximum returns between the service providers and the service
users over the long run.

33
  

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