Maharashtra’s New Electric Vehicle Policy (2025–2030) 

Maharashtra has unveiled a bold Electric Vehicle (EV) Policy 2025–2030 with a ₹1,993 crore budget —more than double the previous allocation. The vision is to make Maharashtra “India’s leading hub for electric mobility,” driving large-scale EV adoption, charging infrastructure, and local manufacturing. Key targets include 30% of all new vehicle registrations to be EVs by 2030, with higher goals for specific segments (e.g. 40% of new 2- and 3-wheelers). These state goals echo national ambitions of 30% EV sales by 2030 as India pursues net-zero emissions by 2070. 

Maharashtra’s EV market is already strong. In FY2025 the state sold approx. 2.46 lakh EVs (12.5% of India’s total). It led the nation in electric two-wheeler sales (211,880 units, 18% of India’s e-2W) and e-cars (17,133 units, 16% of India’s e-cars). Domestic OEMs (Tata, Mahindra, Force, Bajaj, Kinetic, Piaggio, etc.) have strong EV manufacturing bases in Maharashtra. The new policy builds on this momentum by making EVs more affordable and convenient (through subsidies and infrastructure) and by strengthening the local EV industry and supply chain. 

In this blog, we explore: 

1. What Maharashtra’s EV Policy 2025–2030 changes in practice  

2. How these policy shifts impact EV buyers, fleet operators, OEMs, and charging point operators 

3. The key challenges and execution gaps that could slow adoption 

Key Goals and Targets 

The policy sets ambitious adoption targets and environmental goals. For 2030 it envisions roughly: 

• 30% of all new vehicle sales as EVs, across private cars, 2/3-wheelers, goods carriers, and buses. 

• 40% of new 2-wheelers and 3-wheelers, and 30% of new cars (passenger 4-wheelers) to be electric. 

• 20–25% of new trucks (heavy goods vehicles) and 10% of tractors/harvesters to be electric. 

• 40% of buses in major cities like Mumbai, Pune, Nagpur, Nashik, Sambhajinagar and Amravati to be electric. 

• 50% of city utility vehicles and aggregator fleets (e-autorickshaws, taxi fleets, delivery vehicles) to be electric. 

• Charging network: Stations every 25 km on highways; at least one fast EV charger at every fuel station and MSRTC bus depot; and one charging point in every government office parking. 

• Buildings: All new residential buildings must be EV-ready; new commercial buildings must reserve 50% of parking for EVs (existing to retrofit 20%). 

• Environmental targets: Reduce approx. 325 tonnes of PM₂.₅ and 1 million tonnes of CO₂-equivalent emissions by 2030. 

Purchase Incentives for EVs 

The policy offers direct subsidies and tax/fee waivers to lower EV costs. Key purchase incentives include: 

• 2-wheelers (e-scooters/e-bikes) – up to ₹10,000 per vehicle. 

• 3-wheelers (e-autos) – up to ₹30,000 per vehicle. 

• 4-wheelers (electric cars) – ₹1.5–2.0 lakh per vehicle for transport or commercial use (taxis). The subsidy is capped at approx. 25,000 cars. (Notably, unlike the previous policy, pure private e-car buyers are no longer eligible, only taxi/fleet operators get the car subsidy.) 

• Electric buses – up to ₹20 lakh per bus (for up to 1,500 buses). 

• Tractors/harvesters – up to ₹1.5 lakh each 

All EVs registered in Maharashtra will continue to enjoy 100% exemption from road tax and registration fees. Private EV cars and buses also pay no toll on major state highways (e.g., Mumbai–Pune Expressway, Samruddhi Mahamarg, Atal Setu).  

In simple terms, the incentives roughly amount to approx. 10% off the factory cost of e-2Ws/e-3Ws and 15% for goods carriers and transport vehicles, subject to fixed caps (as above). For example, an e-scooter might get a ₹10k rebate, an e-auto ₹30k, and a small electric hatchback (as a taxi) up to ₹2 lakh off its price.  

Charging Infrastructure and Partnerships 

To tackle range anxiety, the policy mandates rapid expansion of charging networks. Key provisions include: 

• Viability Gap Funding (VGF): The state offers up to 15% capital subsidy (VGF) for high-power public charging stations (DC fast chargers) to encourage private investment. 

• One-window approvals: A single-window online clearance system will fast-track charger installations, aligning building/fire codes and utility approvals. 

• Corridors: The Mumbai–Pune Expressway and Samruddhi Mahamarg will be developed as “sustainable mobility corridors” with dense EV charging networks and priority infrastructure. 

Manufacturing, Recycling, and R&D Incentives 

The new policy goes beyond demand-pull to build the EV supply chain in Maharashtra: 

• Industrial incentives: The government offers “D+ category” package benefits (preferential power tariffs, subsidies, and land) to EV and battery manufacturers. This is crucial for attracting investments: Maharashtra already has big auto clusters (Pune, Mumbai region) that can convert to EV production. Under these, companies get capital subsidies (up to 15–20%), production-linked incentives, and SGST reimbursements. 
   

• Battery recycling & circular economy: Maharashtra will support dedicated EV battery recycling hubs in Mumbai, Pune, Nagpur and Sambhajinagar. It directs city/municipal bodies to create battery drop-off and recycling facilities for used lithium cells. This aligns with the central government’s Battery Waste Management Rules and aims to capture valuable materials (e.g., lithium, cobalt) locally. 
   

• R&D and innovation: At least three Centres of Excellence will be established (in areas like EVs, charging tech, and hydrogen fuel). A dedicated EV R&D fund of ₹15 crore will finance industry-academia projects. Focus areas include advanced batteries (solid-state, LFP, etc.), EVSE components, motor tech, V2G (vehicle-to-grid), and even green hydrogen for transport. 
   

• Skills development: The State Board of Technical Education will roll out specialized EV training and certification programs. A workforce certification/reskilling framework is planned so that mechanics and engineers can support EV design, manufacturing, and charging. 

Urban Mobility and Last-Mile Transit 

Maharashtra’s policy explicitly targets city transit and last-mile EVs. Urban planners and fleet operators stand to benefit from: 

• E-buses: Major city bus services (e.g., BEST in Mumbai, PMPML in Pune) will be pushed to electrify. The target is for 40% of all city buses to be electric by 2030, and the policy expects 30% of state-run buses to be EV by 2030. To support this, subsidies up to ₹20 lakh per bus are offered, and toll exemptions/reduced parking fees further cut operating costs. 
   

• Auto-rickshaws and taxis: Electrifying last-mile auto-rickshaws (3Ws) is a priority. With a ₹30k purchase incentive, fleet aggregators (Ola, Uber, etc.) and delivery companies can convert a large share of autos to EV. The policy also sets a 50% EV mandate for aggregator fleets by 2030. In practice, this means ride-hailing and logistics firms must transition to EVs or face regulations, aligning with national discussions on fleet mandates. 
   

• 2-wheelers for mobility and delivery: Electric scooters and e-bikes, used by commuters and delivery riders, benefit from the ₹10k subsidy. This lowers the cost for ubiquitous last-mile vehicles. Wide charging coverage plus the state’s own EV charging apps will help riders find chargers in cities. 
   

• Sustainable corridors: The Mumbai–Pune Expressway and the upcoming Samruddhi Mahamarg will be “green corridors” with fast charging at intervals. This enables not just intercity bus routes but also long-haul electric trucks and vans. 

Alignment with National EV Initiatives 

Maharashtra’s policy aligns with several national programs: 

• NEMMP and emission goals: While the 2013 National Electric Mobility Mission Plan (NEMMP) had ended, its spirit of 100% electrification of public transport by 2030 lives on. Maharashtra’s 30%-by-2030 goal mirrors national aspirations. According to WRI India, New Delhi has set a target of 30% EV sales by 2030 to meet its net-zero-by-2070 pledge. Maharashtra’s policy explicitly cites climate benefits (PM2.5 and GHG reductions), showing alignment with India’s Paris Agreement commitments. 
   

• State synergies: Maharashtra joins the league of progressive states (like Delhi, Karnataka, and Tamil Nadu) ramping up EV policies. For instance, Delhi’s policy offers ₹30k–₹150k incentives and a city-wide charging grid; Karnataka’s 2017 policy gave large capital subsidies for industry and chargers; Tamil Nadu’s 2023 policy targets ₹50,000 Cr investment in EV manufacturing and mandates 30% of buses be EV. Maharashtra’s approach (30% target, state and central subsidies, charging mandates) is broadly comparable, but it uniquely emphasizes recycling and R&D centers. 

Who Benefits from the Policy 

• Consumers and fleet operators get lower costs. Buyers of e-scooters, e-autos, and even e-cars will see a portion of the price rebated, plus they save on fuel and taxes. Fleet companies (taxis, logistics, e-commerce delivery) can cut operating expenses through toll exemptions and lower energy costs. Electric buses and cabs will cost significantly less per kilometer than diesel ones. 
   

• OEMs and startups in EV and battery manufacturing benefit from a clearer demand picture and local incentives. Established automakers (Tata, Mahindra, Force, etc.) see their home state fortify demand and charging infrastructure. Startups (e.g., e-bike makers, charging tech firms) gain from subsidies and government endorsement. The D+ package and PLI scheme alignment also sweeten the deal for setting up factories in Maharashtra. 
   

• Charging Point Operators (CPOs) gain guaranteed market access. With mandates for chargers every 25 km and subsidies (VGF) for fast-charge sites, companies that install and operate chargers have a defined growth path. The one-window policy cuts red tape, and technical standards (like interoperable plugs) will be enforced. 
   

• Urban planners and city governments will find it easier to meet pollution and traffic goals. Cleaner EV buses and autos reduce NOx/PM emissions, improving air quality. The policy’s building and parking rules are urban-planning tools to control congestion and emissions. Cities can also leverage EV data (e.g., charging demand patterns) to optimize electricity distribution. 
   

• Utilities and energy sector: Electricity boards (MSEDCL, etc.) see a new source of demand. The policy’s push for off-peak charging and potential V2G (bidirectional charging) integration can help flatten load curves if managed well. (However, this is also a challenge). 

Challenges and Gaps 

Despite its strengths, some challenges remain: 

• Infrastructure rollout speed: Installing chargers every 25 km is ambitious. It requires rapid land allocation, grid connections, and private investment. As transport analysts note, charging is often the bottleneck in state EV plans. Maharashtra’s one-window system should help, but skilled manpower and coordination (between transport, energy, and urban departments) are crucial for timely rollout. 
   

• Grid and energy: The policy does not detail electricity planning. Experts advise dynamic time-of-use tariffs and V2G to manage peak loads. Without such measures, mass EV charging could strain the grid. Maharashtra should monitor its demand and expand renewables for clean charging. 

• Demand-side reach: By focusing subsidies on commercial vehicles, the policy sidelines pure private car buyers (except they get tax breaks). This may slow consumer uptake of private EV cars. Similarly, the modest ₹10k subsidy on e-2Ws (on top of FAME-II) may not fully offset their cost for budget-conscious riders. Uptake by lower-income groups (e-rickshaw drivers, delivery riders) will depend on total cost of ownership improvements. 
   

• Implementation and monitoring: Achieving 30% EV sales requires strong governance. Maharashtra will need an EV cell or digital dashboard to track adoption, charger installations, and incentive disbursements. The policy does call for transparency and an online portal, but sustained political commitment (beyond the five-year policy) is key. 
   

• Battery recycling capacity: While hubs are planned, actual recycling infrastructure in India is nascent. Ensuring batteries from thousands of EVs are safely collected and recycled will take time and partnerships with specialized firms. 

Bolt.Earth’s analysis underscores that incentives are only part of the picture; long-term success hinges on execution. For example, even if the state sets EV quotas, it must enforce (or at least encourage) fleet electrification, similar to Delhi’s mandated 25% EVs by 2024. Maharashtra may eventually consider regulatory levers like low- or zero-emission zones in cities (as Delhi has) or local “feebate” taxes on dirty vehicles.