*3.3. Malaysia*

Compared with other countries of the region, Malaysia launched a policy to support the purchase and maintenance of electric vehicles early. Proposals to support this market were included back in 2009 as a part of the National Green Technology Policy.

The policy is based on four pillars that represent energy, environment, economy, and a social perspective. The strategy notes that the support for EVs is considered to be a part of a major transformation towards a sustainable economy and society [32]. The Malaysian government has adopted specific objectives, which covered, in particular, the construction of a charger network and the total number of electric vehicles in the country. However, the implementation of the assumed policy is at risk, as most of the goals have not been achieved so far, and the achievement of some of the goals (such as the vehicle fleet or the construction of a common charging network) has been postponed from 2020 to 2030 [33].

Currently in Malaysia there are 500 available charging points [34]. However the government has ambitious plans to install up to 25,000 public and 100,000 charging points by 2030 [35].

### *3.4. Philippines*

In the Philippines, EVs have been supported by public policy since 2006. This could be characterized as very early in comparison to other countries of the region. The early regulations allowed duty-free import of EV components to encourage local manufacturing. While it would seem that the country would gain an early advantage in the region due to the rapid implementation of measures, this has not been the case. As the analysis shows, in 2006, the Philippines only granted benefits for suppliers, without addressing issues of demand or infrastructure. What is more, in 2014, further measures were implemented to support the production of electric vehicles. This strategy entitles investors to a six-year tax exemption, among other things.

However, this means that the country seeks foreign investment or public-private partnerships, rather than being interested in supporting domestic demand for the purchase and maintenance of electric vehicles. Indeed, it should be noted that currently the charging infrastructure is largely absent and the market itself should be described as undeveloped. Moreover, the experience so far does not give rise to optimism. For example, at the beginning of the decade, the government initiated a program to subsidize the purchase of three-wheeled EVs. The program was supported by the Asian Development Bank (ADB) and the World Bank's Clean Technology Fund, as well. It was assumed that, by the end of 2017, a fleet of 100,000 three-wheeled alternative fuel vehicles would be replaced with similar electric vehicles. However, the program was halted in 2016 after 3000 threewheeled EVs were produced but did not attract drivers, because the initial costs and maintenance proved too expensive for operators. Another major reason for the failure was the insufficient number of charging stations in the planned deployment areas in Manila.

Moreover, there is also a narrow selection of electric vehicles in the Philippines, as the country's existing electric vehicles have been distributed mainly by the Chinese manufacturer BYD. Thus, it should be pointed out that at this stage the Philippine government is mainly interested in attracting foreign investors willing to manufacture EVs and their components in the country, rather than in supporting local individual demand.
