What Should Be in the Board Packet for EV Charging?

An EV charging item can reach a Florida condo board agenda from any direction: a resident request, a manager's capital plan, a vendor's cold call. It arrives carrying questions. What does it cost. Does it need a vote. Can the building carry it. Who fixes it when it stops working.

A board cannot decide what is not in front of it.

Each of those questions has an answer that can be written down before the meeting, and the board packet is where they go.

Short answer: a board packet for EV charging needs five things. Which subsection of Florida Statute 718.113 the project falls under, what the building's electrical service can carry, how many ports and where, what the installation costs and how it is funded, and who services the chargers after they are energized. Florida Chargers provides a free site assessment, which is where the port count, the placement and the electrical findings for a specific building are worked out.

On the demand question, there is at least one measured answer. A 2024 SWTCH Energy survey of 1,567 multifamily residents in Boston, Chicago, Los Angeles and the Miami and Tampa markets found that 31 percent of non-EV owners and lessees cited lack of charging in their building or at home as a barrier to using an EV. That survey is not Florida-specific, and a packet should carry it as context rather than as a forecast for one property.

Start with which subsection applies

Florida Statute 718.113 handles EV charging in two separate places, and a packet that does not say which one the project sits in risks spending the meeting arguing about the wrong thing.

Subsection (8) covers a unit owner installing a charging station inside that owner's limited common element or exclusively designated parking area. A declaration or restrictive covenant may not prohibit that install, and the board may not prohibit it either, subject to the subsection's conditions: the owner is responsible for the cost of the electricity, installation, maintenance, removal and insurance, and the association may require compliance with safety requirements and reasonable architectural standards, a licensed and registered firm familiar with the work, and a certificate of insurance.

Subsection (9) covers the board installing, operating or making available charging stations on the common elements or association property. The statute states that installing, repairing or maintaining them does not constitute a material alteration or substantial addition, which is why a community system generally does not require the membership vote that other common-element changes do. Subsection (9) also allows the board to set the charges or the payment method for owners, residents and guests who use the stations.

Those are two different decision paths. Florida Chargers' earlier post on how 718.113 generally lets a board add charging without a full membership vote covers subsection (9) in detail.

Two caveats belong in the packet rather than in the meeting. Many declarations contain their own material-alteration provisions, and association counsel can confirm how they apply to a particular building. And in Persechino v. Station Square Condominium Association, No. 2D2025-2610 (Fla. 2d DCA Aug. 14, 2026), the Second District affirmed a temporary injunction and read the list of items in 718.113(8)(h)1-5 that an association may require as not exhaustive, holding that an owner's install which the evidence shows materially alters the common elements needs approval under 718.113(2)(a). That is an early-stage ruling rather than a final judgment, and the opinion is subject to revision before official publication.

One line of scope. Chapter 718 governs condominiums and Chapter 720 governs homeowners' associations. Section 718.113 does not apply to an HOA or to a rental apartment community, and an apartment owner needs no association vote and no board approval under this section.

What the building can actually carry

Port count and electrical capacity are the same question asked twice. Florida Chargers uses roughly one Level 2 port per 20 to 30 units as a multifamily starting point, and a starting point is all it is. The number that goes in the packet comes from the site assessment.

A packet should state what the building's service and panel capacity are rather than assume them. Florida Chargers' post on whether Tesla chargers can avoid an electrical service upgrade walks through the documented tools: configurable maximum current set at commissioning, group power management across a bank of connectors, and the arithmetic Tesla publishes for what each connector delivers when all of them are in use. None of that promises that any particular building avoids an upgrade. It does mean the question has a documented answer, and the answer belongs in the packet before the vote rather than in a change order after it.

The money page

Florida Chargers installs at $5,000 to $8,000 per port before incentives, with the Tesla Wall Connector hardware included and no separate hardware charge. Florida Chargers' typical timeline is 6 to 12 weeks from signed agreement to energized.

Under Share the Revenue, the property invests in the professional installation and Florida Chargers owns and operates the chargers; the property then shares in net charging profit for the full term. Financing is available for qualified properties to cover the electrical infrastructure and installation with no money down, so a project can start without drawing on reserves or a special assessment. The ROI calculator carries the arithmetic for a specific port count.

Budget utility make-ready programs only. FPL's EVolution Make-Ready Credit offers up to $1,200 per Level 2 port, first-come until the program budget is depleted. Duke Energy Florida runs a Commercial Charger Prep Credit covering wiring, panel and conduit work and excluding hardware and permits. Eligibility for either is confirmed with the serving utility, and until it is confirmed it belongs in the packet as an open item rather than as a line in the budget.

Who decides what residents pay to charge

Subsection (9) puts that decision with the board: the statute allows it to set the charges or the payment method for owners, residents and guests who use the stations. A packet should present it as a decision the board is being asked to make, not as a detail that gets settled later.

On the hardware side, what Tesla documents is this: the site owner sets a pay-per-use price per site in Tesla for Business, and drivers pay per session in the Tesla app. A site can also offer charging complimentary. Finer arrangements, such as different rates for residents and guests or restricted ports, are confirmed per site at the assessment rather than promised in a proposal.

Who answers the phone afterward

A board approving an install is also approving an operating relationship. Under Share the Revenue, servicing the chargers sits with Florida Chargers as operator. What that covers in a given agreement, including response times, repairs, parts, and how long the obligation runs, is not something to take from an article. The Share the Revenue agreement is where a board should see it in writing, with the same scrutiny it gives any vendor. Florida Chargers' post on who fixes a condo EV charger that fails at 11 PM sets out the service and contract terms to get in writing from any EV charging company, Florida Chargers included. That list is an attachment to the packet, not an agenda item.

What the city or county gets to say

Florida Statute 366.94 preempts the regulation of electric vehicle charging stations to the state, and subsection (2)(b) bars a local governmental entity from enacting or enforcing its own ordinance or regulation on those stations. The electrical permit is still issued locally, so permitting remains a real step in any schedule a board is given. What a board does not have to plan around is a separate municipal or county EV charging ordinance.

One charger, every car

The hardware line in the packet is short. Florida Chargers installs the Tesla Universal Wall Connector, a 48-amp Level 2 unit with a NACS connector and a built-in J1772, so one port serves Tesla and non-Tesla vehicles alike. A property is eligible for listing in the Tesla app's map and Trip Planner once the units are commissioned by a Tesla Certified Installer with reliable connectivity, and Tesla makes the final listing decision.

When the honest answer is not yet

A packet that names an open item is stronger than one that papers over it, and three items are worth naming rather than guessing:

• The declaration has not been read for this question. Its own material-alteration language can change the path, and that is a question for association counsel rather than for an installer.
• The electrical capacity has not been measured. A price built on an assumed service is a price that can change.
• The charging-fee decision has not been made. Subsection (9) puts it with the board, so leaving it blank leaves the revenue side of the packet blank too.

None of the three is a reason to keep the item off the agenda. They are reasons to label it accurately when it goes on.

Ready to put real numbers in the packet?

Florida Chargers is a veteran-owned, Tesla Certified commercial EV charging installer serving condominium associations, apartment communities and hotels across Florida. A free site assessment is where the port count, the placement and the electrical findings for a specific building are worked out, and it is the step before a written price.

Call 321-475-2689 or visit flchargers.com for a no-pressure free site assessment.

This article is for informational purposes only and does not constitute legal advice. Consult a licensed Florida attorney for guidance specific to your association.