Anyone permitting new construction or a major renovation in California right now is working against a rulebook that changed on January 1, 2026, and a fair number of projects are still being budgeted off the version that came before it. The gap between the two isn’t small.
What Actually Changed, and When
California updates its Building Energy Efficiency Standards every three years, and the 2025 cycle took effect January 1, 2026, replacing the 2022 standards. The relevant EV charging requirements live in CALGreen, Part 11 of Title 24, and this update expanded them meaningfully rather than adjusting them at the margins. This isn’t a trend piece; it’s a compliance update, and the specifics matter more than the general direction.
What Changed for Multifamily Properties
The clearest shift is in multifamily requirements. Under the current code, every assigned parking space at a multifamily property must include at least a low-power Level 2 receptacle, a full jump to 100% EV-Ready coverage for assigned stalls, not a percentage. Unassigned and common parking has its own requirement on top of that: generally one receptacle per dwelling unit in common areas, plus roughly a quarter of the remaining common spaces.
That’s a materially higher bar than the 2022 standards, and it changes electrical service planning for a project, not just conduit runs. A property sized for the old percentage-based requirement is likely undersized for what’s required now.
What Changed for Commercial and Hotel Properties
Nonresidential and hotel requirements moved too, generally toward a higher share of installed chargers rather than EV-capable wiring alone. The code separates these requirements from the multifamily rules and applies them based on parking capacity, so the specific number depends on how large the project’s parking lot is. Worth confirming against the actual table in CALGreen Part 11 rather than a general rule of thumb, since the requirement scales with project size.
EV-Capable vs. EV-Ready vs. EVSE-Installed
This is the distinction that causes the most confusion, and it’s worth being precise about, since the terms aren’t interchangeable:
- EV-Capable means the electrical panel has raceway or conduit roughed in, but no wiring pulled and no receptacle installed.
- EV-Ready means a complete circuit (wire and breaker) terminating in an actual EV receptacle, ready for a charger to be plugged in.
- EVSE-Installed means an actual operational charger is mounted and functional, not just wired for one.
The 2025 update shifted a meaningful share of the requirement from the first category toward the second and third, which is exactly why a project budgeted for “conduit only” under the old rules can find itself short of what’s actually required now.
Rebates That Can Offset the Cost
There’s real money available to offset this, but the timing matters more than the amount. PG&E’s EV infrastructure and fleet programs offer rebates toward eligible equipment, and most utility and state rebate programs, this one included, require pre-approval before installation begins, not an application filed afterward. A developer who completes installation and applies for a rebate afterward typically finds themselves ineligible, which is a common and avoidable mistake. Starting the rebate conversation at the same time as the electrical design conversation, rather than after, is the difference between capturing that offset and missing it.
How to Check Your Project’s Actual Requirement
A few steps, in order: confirm your building type and occupancy classification under Title 24, find the applicable table in CALGreen Part 11 for that classification, calculate your required EV-Capable, EV-Ready, and EVSE-Installed counts against your actual parking count, and check current PG&E and CPUC rebate programs before your electrical plans are finalized, not after. This isn’t a substitute for a licensed electrical contractor or your local building department, but it’s enough to walk into that conversation informed rather than starting from zero.
Working on a project that needs to hit these numbers? Talk to Pacific Solar about EV infrastructure planning for your specific building type and parking count.
Frequently Asked Questions
Does this apply to renovations, or only new construction?
Both, in many cases. CALGreen’s EV requirements apply to new buildings and to additions and alterations meeting certain thresholds, not exclusively ground-up construction. Confirm your specific project’s trigger with your building department.
Do local cities have stricter rules than the state minimum?
Some do. Cities and counties can adopt “reach codes” that exceed the state standard, so it’s worth checking local amendments before finalizing a design, not just the state code.
What’s the biggest compliance mistake developers make?
Budgeting for EV-Capable (conduit only) when the project actually requires EV-Ready or EVSE-Installed. The cost difference between those tiers is significant, and it’s much cheaper to design for it upfront than retrofit later.