Delhi has retained its position as India’s leading jurisdiction for electric mobility, followed by Maharashtra and Karnataka. Yet the latest rankings also reveal how unevenly the electric vehicle (EV) transition is progressing across the country. Some states have invested heavily in charging infrastructure without achieving comparable vehicle adoption, while others have expanded EV use despite relatively weak charging networks.
The India Electric Mobility Index (IEMI) 2025, prepared by WRI India in partnership with NITI Aayog and released in September 2026, provides a comparative assessment of progress across 28 states and eight Union Territories. Covering January to December 2025, it examines vehicle electrification, charging infrastructure, and research and innovation. Its findings suggest that state governments must pay greater attention to implementation if the transition is to gather pace.
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Delhi topped the Index with a score of 84, followed by Maharashtra (78), Karnataka (73), Chandigarh (71) and Goa (65). These five jurisdictions were classified as Top Performers. Maharashtra and Karnataka led among large states, while Manipur ranked highest among the hilly and northeastern states.
The median score increased from 36 in 2024 to 40 in 2025, while the highest score rose from 77 to 84. Madhya Pradesh registered the largest improvement in ranking, moving from 23rd to seventh position. However, scores ranging from 10 to 84 reveal substantial differences in the maturity of electric mobility across jurisdictions.
The improvement needs some qualification. The 2025 edition incorporates methodological changes, including revised indicators, better data sources and different peer groupings. Changes in rankings therefore reflect both developments in state performance and changes in measurement.
EV adoption trails policy ambitions
The Index assesses 16 indicators under three pillars: Transport Electrification Progress, with a weight of 50%; Charging Infrastructure Readiness, at 30%; and EV Research and Innovation Status, at 20%. The combination measures actual progress alongside the institutional and technological capabilities that could sustain future growth.
Transport electrification remains the weakest area for many states. Only Delhi, Chandigarh and Maharashtra qualified as Top Performers, while 14 of the 36 jurisdictions were classified as Aspirants.
Among large states, Maharashtra led with a score of 68, followed by Madhya Pradesh at 62. Haryana scored just 19 and Gujarat 33, despite their established industrial bases. Their relatively poor performance in this category suggests that manufacturing strength and supportive policies do not necessarily translate into faster adoption.
The differences are also evident across vehicle segments. Private consumers weigh the purchase price, running costs and availability of charging facilities before switching to electric vehicles. Commercial fleet operators face different calculations, with vehicle utilisation, financing costs and predictable operating routes determining the economic case for electrification.
State governments therefore need incentives designed around actual usage patterns. Electric buses, three-wheelers, delivery fleets and suitable freight operations offer opportunities where the economics of electrification can be more readily assessed.
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Charging infrastructure and EV sales are out of step
Charging infrastructure presents a different picture. Six jurisdictions qualified as Top Performers in this category, twice the number recorded for transport electrification.
Karnataka led nationally with a score of 97, followed by Maharashtra and Haryana at 91 each. Tamil Nadu scored 73. Yet the contrasting performance of Haryana and Uttar Pradesh demonstrates why charging readiness and vehicle adoption must be assessed separately.
Haryana scored 91 for charging readiness but only 19 for transport electrification. Uttar Pradesh showed the reverse pattern, scoring 58 for electrification and just 36 for charging readiness. The two states illustrate how investment in charging facilities and demand for electric vehicles can advance at different speeds.
The availability of chargers alone cannot ensure widespread adoption. Affordability, geographic coverage, reliability and ease of access influence purchasing decisions. A state may have a favourable charger-to-vehicle ratio without providing sufficient coverage along important transport corridors or in areas where EV demand is likely to grow.
Charging networks must therefore be planned around expected vehicle usage, grid capacity and local travel patterns. Public investment should also consider whether facilities are sufficiently utilised to support commercially viable operations.
There is a further distinction between readiness and actual performance. The Index measures several enabling conditions, but the effectiveness of charging networks ultimately depends on reliable service and consumer access. These require more detailed local evidence than an aggregate ranking can provide.
Electric vehicle innovation remains concentrated
Research and innovation show considerable geographic concentration. Maharashtra, Karnataka and Tamil Nadu performed strongly among large states, scoring 85, 82 and 77, respectively. Haryana also emerged as a strong performer with a score of 74.
At the other end, 17 jurisdictions were classified as Aspirants, including four that recorded zero scores. The disparities indicate that much of India’s EV research capacity remains concentrated in established industrial and technology centres.
States with automotive manufacturing facilities, engineering institutions and established supplier networks are better placed to develop capabilities in battery technology, power electronics, vehicle testing and associated technologies. Others may need institutional partnerships and targeted investment before they can participate meaningfully in these activities.
Expanding research facilities, testing infrastructure and industry-academia collaboration could help reduce these disparities. Support for start-ups and specialised skills would also allow states with smaller industrial bases to develop capabilities relevant to local markets.
However, research capacity should be evaluated against the economic opportunities available to individual states. A manufacturing-intensive state may benefit from investment in advanced testing facilities, while another may find greater value in charging technology, maintenance skills or fleet-management services. Uniform innovation targets could encourage spending that delivers limited economic benefits.
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State EV policies need measurable outcomes
By the time of the report, 26 states and Union Territories had active EV policies. Six had draft or expired policies, while four had never adopted one. The widespread adoption of policy frameworks provides a foundation for the transition, but their effectiveness depends on implementation.
States need clear milestones, dedicated budgets and agencies accountable for delivery. Regular monitoring should assess vehicle adoption across segments, charging utilisation, and the cost-effectiveness of public incentives. This would allow governments to revise programmes that are producing limited results.
There are already signs of policies becoming more targeted. Madhya Pradesh and Maharashtra have strengthened support for electric trucks. Delhi notified a revised EV policy on June 30, 2026, effective from July 1, which introduced electrification requirements for selected vehicle categories. These developments occurred after the Index’s 2025 assessment period and will have to be evaluated in subsequent editions.
The stronger regulatory approach also requires careful assessment of economic costs. Mandates can accelerate adoption, particularly in commercial segments with predictable operating patterns. But their effectiveness depends on vehicle affordability, financing, charging access and the ability of businesses to absorb replacement costs. Poorly calibrated requirements may impose substantial costs without producing proportionate gains in electrification.
The Index can also inform business decisions. Vehicle manufacturers and component suppliers can identify states where adoption policies, manufacturing capabilities and innovation facilities support investment. Charging-network developers can examine vehicle density, charger availability, grid connectivity and likely utilisation. Research institutions and start-ups can identify gaps in testing facilities, technical skills and industrial partnerships.
Such decisions cannot rely on state rankings alone. A strong composite score may conceal weak demand in a particular vehicle segment or insufficient charging access in a target market. District-level data and commercial assessments remain necessary.
The next stage of India’s EV transition will depend on how effectively states convert policy commitments into vehicle adoption and viable supporting infrastructure. The Index provides a means of identifying where progress is occurring and where public resources may be better deployed. Its value will increase if governments use successive editions to assess the results of their interventions and redirect expenditure towards measures that deliver demonstrable gains.
Suresh P Singh is Senior Advisor, VeK Policy Advisory & Research.