The Electric Vehicle Industry Development Act (RA 11697 EVIDA): A Review of Its Implementation and Contribution to the Philippine Energy Plan

Abstract

The road transport sector alone is responsible for 15% of global energy-related emissions, while it accounts for 90% of the greenhouse gas emissions from the transport sector in the Philippines. Throughout the history of the Philippine Energy Plan (PEP), electric vehicles (EVs) have not been explicitly included as part of the plan. However, upon the enactment of the Electric Vehicle Industry Development Act (EVIDA) or the Republic Act 11697 guided by the Comprehensive Roadmap for the Electric Vehicle Industry (CREVI), EVs have gained attention in the Philippines. Hence, the inclusion of EVIDA in the current and latest Philippine Energy Plan (2023–2050) is hoped to reduce GHG emissions from road transport and utilize clean energy for EVs. This paper aims to critique the recent PEP targets and assess their shifts and drivers concerning the enactment of EVIDA. Through the analysis of recent data, there has been a significant rise in registered EVs due to policy implementation and incentives given for EVs. This, however, is far from the set targets of both CREVI and PEP 2023–2050. Common barriers are the lack of EV industry demand and the lack of transport planning of Local Government Units (LGUs).

1. Introduction

On a global scale, the electric vehicle (EV) market has experienced growth in sales. Over the past years, EVs have improved in terms of range, model selection, and performance. EVs are a key technology for decarbonizing road transportation. The road transport sector contributes approximately 15% of global energy-related emissions. Sustained growth in EV sales brings hope for achieving the net zero emissions scenario by 2050. Higher costs and a lack of electric vehicle charging stations (EVCSs) present a significant challenge for developing and emerging countries. This is the case even though countries like China, in Europe, and the US have experienced vast growth in their EV markets. Recent data regarding the global sales of EVs is shown in Figure 1 [1]. Seventeen million EVs were sold in 2024. This accounts for over 20% of the total sales share. A more recent record confirms that, in the first three months of 2025, global EV sales increased by 35% year-on-year, indicating continued growth. It is expected that EV sales in 2025 will surpass 20 million [2]. As part of a global effort, some countries are transitioning to EVs to phase out internal combustion engine (ICE) vehicles. For instance, the United Kingdom aims to fully terminate the sale of ICE cars and vans by 2030. Greece aims to allow sales of light-duty vehicles (LDVs) that are exclusively zero-emission vehicles (ZEVs). Switzerland aims to reach a 50% electric car sales share by 2025. Canada aims to achieve ZEV sales shares of 20%, 60%, and 100% by the years 2026, 2030, and 2035, respectively. Lastly, since the Green Growth Strategy from the year 2021 by Japan, they are now set to aim for 100% ZEV for LDVs by the year 2035 [3].

The Philippines faces environmental and energy security challenges. The Department of Energy (DOE) states that the third biggest source of greenhouse gas (GHG) emissions in the Philippines comes from their transport sector. Of the final energy consumption, 90% comes from road transport, with water transport at 8%, domestic air travel at 2%, and railways at 1% [4]. The Philippines also heavily relies on fossil fuels. This is due to the dominant power generation from coal-fired power plants and fuel consumption in the transport sector. These two sectors alone are responsible for 90% of fossil fuel consumption and 80% of the GHG emissions in the Philippines. Furthermore, the country’s heavy reliance on fossil fuels is evident in the power sector. Coal-fired power plants contributed 34% of power generation in 2010, and this increased to 58% in 2023 [5]. This reliance on fossil fuels also extends to the transport sector, which is heavily dependent on imported oils.

While there have been global movements for promoting EVs and reducing carbon emissions from vehicles, the Philippines has been doing its part for a greener future. The Republic Act No. 11697, also known as the Electric Vehicle Industry Development Act (EVIDA), focuses on promoting the use of EVs in the hopes of reducing harmful emissions by decreasing reliance on ICE vehicles. This promotion aligns directly with the purpose of the Republic Act No. 9513, also known as the Renewable Energy Act of 2008 (REACT). The purpose of REACT is to promote, develop, and utilize renewable energy (RE) to reduce the fossil fuel dependence of the country [6]. The transition to the use of EVs and integrating RE is under the plan by the Comprehensive Roadmap for the Electric Vehicle Industry (CREVI) [7]. EVIDA also includes its Implementing Rules and Regulations (IRR) and Department Circulars (DCs). EVIDA is currently implemented in line with its three (3) DCs.

• DC2023-05-0010: Unbundling of EVCS Charging Fee [8];
• DC2023-05-0011: Accreditation of EVCS Providers and Registration [9];
• DC2023-05-0012: Guidelines on the EV Recognition and Adoption of EV Standard Classification [10].

The Philippines currently has four (4) recent versions of the Philippine Energy Plan (PEP) for the past decade: PEP 2016–2030, PEP 2018–2040, PEP 2020–2040, and the current PEP 2023–2050. The documents reveal a shift in the country’s approach to EVs, moving from pre-EVIDA awareness to comprehensive post-EVIDA integration. For instance, efforts to diversify transport fuels and mitigate climate change in the 2016–2030 PEP included programs such as the Natural Gas Vehicle Program for Public Transport (NGVPPT), Auto-LPG, and notably, the Market Transformation through the Introduction of Energy Efficient Electric Vehicles Project [11]. The 2018–2040 PEP introduced a penetration rate of 10% for EVs in the clean energy scenario (CEF) by 2040 [12], signifying the rise in awareness regarding the potential of EVs. The 2020–2040 PEP set a new goal of a 5% penetration rate by 2040 in the reference scenario (REF) while retaining the 10% goal for the CEF. This version also highlights the support of the government and stakeholders for the EV industry [13]. The enactment of RA 11697 (EVIDA) established a clear policy framework for the EV industry. This framework, alongside the CREVI, now guides the government’s plan for advancement. Consequently, the current version, the 2023–2050 PEP, now fully integrates EVIDA with its approach in transitioning to low-carbon technologies and now also adopts the penetration rate of 10% in REF and 50% for CEF by 2040 [14].

The Philippines’ transition to EVs and their promotion and development are possible through the collaborative efforts of diverse key stakeholders. Government stakeholders, notably the DOE, Department of Transportation (DOTr), and the Department of Trade and Industry (DTI), are collaborating with other public and private entities, as they are collectively responsible for implementing rules and regulations of EVIDA. On the other hand, the duty of private stakeholders is the provision of, but not limited to, EVs, EVCS, EV batteries, power utility, and distribution [7]. Other stakeholders include the academe or research sectors, financial bodies to enable investment [15], and other public or community organizations like the Electric Vehicle Association of the Philippines (EVAP) [16]. Each of these key stakeholders plays a distinct and crucial role in empowering the use of EVs to help the Philippines achieve its goals of utilizing greener alternatives.

This paper critically reviews the shifts in targets within four recent versions of the PEP, including the current 2023–2050 PEP, and analyzes the driving factors behind these changes, with a specific focus on the influence of Republic Act No. 11697 (EVIDA). The review will also incorporate the IRR and corresponding DCs of EVIDA.

2. Philippine Energy Landscape and Challenges

2.1. Overview of the Philippine Energy Mix

An understanding of the Philippines’ energy mix is crucial for evaluating its energy security and sustainability goals. While the Philippines has multiple energy sources, particularly geothermal, it remains heavily reliant on fossil fuels. The United States Energy Information Administration (EIA) provides data on the Philippines’ total primary energy consumption. According to its analysis, the Philippines consumed about 1.9 quadrillion BTU or almost 557 billion kWh in 2019, as shown in Figure 2. Petroleum and other liquids comprised the primary source at 45%, followed by coal at 36%. Natural gas and non-hydropower renewables are both at 7%, and hydroelectricity is at 4%. More details of the data are shown in

Table 1. Electricity Generation Breakdown in the Philippines.

Philippines	2017	2018	2019	2020	2021	2022	2023
Generation (billion kWh)	94.36	99.7539	106.029	101.746	105.731	111.517	111.517
Nuclear (billion kWh)	0	0	0	0	0	0	0
Fossil fuels (billion kWh)	71.1816	76.4388	83.9971	80.1468	82.3441	86.833	86.833
Coal (billion kWh)	46.8473	51.9322	57.8904	58.176	62.0523	66.43	66.43
Natural gas (billion kWh)	20.5472	21.3338	22.3544	19.4969	18.6754	17.884	17.884
Oil (billion kWh)	3.7871	3.1728	3.7523	2.4739	1.6164	2.519	2.519
Renewables (billion kWh)	23.1784	23.3151	22.0318	21.5996	23.3865	24.684	24.684
Hydroelectricity (billion kWh)	9.6108	9.3838	8.0255	7.192	9.1853	10.085	10.085
Non-hydroelectric renewables (billion kWh)	13.5676	13.9313	14.0063	14.4076	14.2012	14.599	14.599
Geothermal (billion kWh)	10.2701	10.4353	10.6908	10.7568	10.016	10.425	10.425
Solar, tide, wave, fuel cell (billion kWh)	1.2012	1.2491	1.2461	1.3726	1.4695	1.822	1.822
Tide and wave (billion kWh)	0	0	0	0	0	0	0
Solar (billion kWh)	1.2012	1.2491	1.2461	1.3726	1.4695	1.822	1.822
Wind (billion kWh)	1.0936	1.1529	1.0417	1.0265	1.2697	1.03	1.03
Biomass and waste (billion kWh)	1.0027	1.094	1.0277	1.2517	1.446	1.322	1.322

. In 2019, the country’s total electricity generation was 106 billion kWh. This marked the eighth consecutive year of increased electricity generation from fossil fuels. With this data, the Philippines is a net energy importer. This means the country consumes more energy than it produces, requiring the importation of energy to cover the deficit. This is the case even though the country consumes less energy than its neighboring countries in Southeast Asia [17].

2.2. Energy Security Concerns

The Philippines heavily relies on the use of oil and petroleum products to generate energy for its various sectors. From 2021 to 2022, the country’s energy consumption from fuel increased by 2.4%, from 17.7 million tonnes of oil equivalent (MTOE) to 18.3 MTOE. This accounted for 50.9% of total fuel energy consumption (TFEC) in 2022. A breakdown of the TFEC reveals increased energy consumption across multiple sectors, as shown in Figure 3. Industry, transport, households, and agriculture had an increase of 3.4%, 4.52%, 0.8%, and 8.7%, respectively. Meanwhile, services and non-energy use show a decrease in energy consumption of 10.0% and 100.0%, respectively. The chart analysis shows a significant reliance on oil and petroleum in the industry and transport sectors. The transport sector, in particular, had the highest increase in MTOE, a surge attributed to the resurgence of domestic tourism and subsequent rise in aviation fuel and gasoline consumption [14].

As detailed in the overview of the Philippine energy mix, the country is a net energy importer [17]. The Philippines’ continuing reliance on fossil fuels from local sources and imports is reflected in its energy mix, wherein 60% of power generation is from coal in 2022, up from 34% in 2010. This subjects the country to vulnerability in power outages and price volatility due to supply disruptions. The effect of price volatility is evident as the Philippines is ranked second for having one of the highest electricity prices in the Association of Southeast Asian Nations (ASEAN), just behind Singapore. A survey conducted by the Center for Strategic and International Studies (CIS) and WR Numero in 2024 shows that most Filipinos suffer from power outages at least once a month, as shown in Figure 4 [18].

As a net energy importer vulnerable to global oil price increases, the Philippines has experienced several oil price surges. Oil price surges in 2008 and 2011, for example, led to higher import costs for the country. More recently, the conflict between Russia and Ukraine has caused a major disruption in global oil prices and supply, which began in 2022 and continues to the present. Similar to past events, this led to a severe increase in the Philippines’ import bills. Consequently, the reduction in trade caused the peso to depreciate. As the economy and value of the currency are challenged, the Bangko Sentral ng Pilipinas had to stabilize its value by adjusting interest rates, fiscal management, and foreign exchange [19].

2.3. Environmental Impacts and Climate Change Imperative

This subsection explores the current events occurring due to harmful greenhouse gas emissions, as they affect global warming and air quality.

2.3.1. Global Climate Context

Global surface temperatures are rising due to global warming. From 2011–2020, human-caused greenhouse gas (GHG) emissions resulted in the global surface temperature increasing by an average of 1.1 °C (0.95 °C to 1.2 °C) above pre-industrial levels (1850–1900). Broken down, this temperature increase averaged 1.59 °C (1.34 °C to 1.83 °C) over land and 0.88 °C (0.68 °C to 1.01 °C) over the ocean. These human-caused GHG emissions are primarily composed of carbon dioxide (CO₂) and methane (CH₄), though other emissions include aerosols which have a cooling effect [20].

Major sectors that have increased in GHG emissions since 2010 are the energy sector, industry, agriculture, forestry and other land use (AFOLU), transport, and buildings. In 2019, the energy sector, industry, AFOLU, transport, and buildings accounted for 34%, 24%, 22%, 15%, and 6% of net global GHG emissions, respectively. Between 2010 and 2019, the transport sector’s emissions remained relatively constant, in contrast to the energy supply and industry sectors. More than half of AFOLU’s net emissions are likely caused by deforestation. Figure 5, which shows anthropogenic GHG emissions per region, reveals that most emissions are generated by fossil fuels, industry, and other GHG emissions. Furthermore, the global net GHG emissions timeline shows that emissions have been increasing continuously for Eastern Asia from 1990–2019. In contrast, emissions from other regions remained stable or even decreased from 2010 to 2019 [20].

2.3.2. Philippine Greenhouse Gas (GHG) Emissions

The Philippine Statistics Authority compared GHG emissions data from the Climate Change Commission between 2015 and 2020, shown in Figure 6. Six sectors are presented in this figure, namely energy, transport, agriculture, forestry and other land use (FOLU), industrial processes and product use (IPPU), and waste. The energy sector recorded a significant increase in GHG emissions, while the rest had minimal changes. On the other hand, FOLU had positive changes from being a net emitter in 2015 to a carbon sink in 2020, reducing GHG emissions by 25.94 teragrams CO₂e (TgCO₂e). The total GHG emissions in 2020 amounted to 204.33 TgCO₂e, which is a 12.3% decline compared to 232.99 TgCO₂e in 2015 [21].

Road transport is prevalent in the Philippines, which powers Filipinos’ mobility in daily life. However, as transport emissions continue to increase, they are expected to triple in 2030. The transport sector alone is responsible for 22.8% of greenhouse gas emissions in the Philippines in 2020. This is a combined emission from water, air, road, and railroad transport. It is also expected that the annual emissions by transport will grow by 7.1% annually, if not addressed [22].

2.3.3. Local Air Pollution

One of the top environmental concerns of the Philippines that leads to human health and economic loss is air pollution. A common source of air pollution is from factories and vehicles due to industrialization and its rapid expansion. The emissions from these sources saturate the air with harmful pollutants. The air quality in the Philippines in 2019 had an average particulate matter 2.5 (PM) concentration of 17.6 mg/m², but the safe level is 10 mg/m². However, the measured PM2.5 in 2023 decreased to 13.5 mg/m². The Philippines ranked 6th in 2020 for having the most polluted air among Southeast Asian countries and 3rd in having the highest air-pollution-related death rate according to the World Health Organization (WHO) in 2018 [23]. Infographic data are shown in Figure 7.

2.3.4. Transport Pollution Trends

The leading contributor of air pollution in the Philippines is transportation due to the utilization of fossil fuels or vehicles run by gasoline and diesel. Furthermore, the leading contributors in this sector are jeepneys; these vehicles are responsible for 15% of transport-related emissions and nearly half (48%) of air PM in Manila. According to the National Emissions Inventory, the transport sector is also responsible for 56% of outdoor air pollution, while stationary sources account for 35% and area sources for 9%. Over the past two decades, transport-related emissions have held relatively steady, while stationary sources have increased and area sources have decreased, as shown in Figure 8 [24]. From 2002 to 2006, the transport sector’s share of total emissions almost doubled, increasing from 36.09% to 65.13%. Emissions remained steady until 2015, then increased by about 9.08% in 2018. However, they dropped significantly in 2021, decreasing by 18.16%—more than double the previous increase.

2.3.5. Urgency in Addressing Climate Change for Transition

Effects of global warming are often underestimated. Without the broader knowledge of how this phenomenon builds up in a global aspect, urgency may not be acknowledged. The surface temperature of the planet is currently increasing by about 1.1 °C and will further increase if no action is taken. This increase is driven by the continuous GHG emissions, with the energy sector historically being the largest source. However, the transport sector continues to grow in parallel with industrialization and population growth across countries and regions.

Beyond the rise in surface temperature, greenhouse gas emissions also degrade air quality, causing long-term damage to the ecosystem, human health, and the economy. The Philippines is among the countries that are most affected by poor air quality, being the 6th among countries in Southeast Asia and 3rd in the most air-pollution-related death cases. The transport sector is the primary source of air pollution in the Philippines. The country is highly vulnerable to these emissions due to the daily use of public utility vehicles (PUVs), particularly jeepneys. In Manila, jeepneys alone contribute to nearly half (48%) of the air PM in the city.

The escalating global climate crisis and severe local air pollution in the Philippines both point to an urgent need for policy reforms. These issues are driven by persistent greenhouse gas emissions, a large portion of which comes from the highly utilized road transport sector. Given these critical environmental and public health challenges, an accelerated shift towards sustainable energy and transport sector solutions is necessary. Consequently, the promotion and integration of EVs is a crucial and essential pathway for the Philippines. This will enable the country to achieve its decarbonization goals, enhance air quality, and have a secure and sustainable future. In addition, this aligns with the goal or main purpose of REACT, EVIDA, and PEP.

2.4. EV Integration: Challenges and Opportunities

This section will discuss the challenges that EV integration faces in terms of grid capacity, EVCS infrastructure, transport, and energy sector initiatives. This section will also discuss the opportunities for RE to aid EV growth.

2.4.1. Grid Capacity and Infrastructure Readiness

The Philippines continues to rely on thermal sources to generate energy. For the last 20 years, the installed capacity in the power sector of the Philippines has doubled and accelerated from 2016, reaching 27 gigawatts in 2022. To meet the increases in demand, coal has been the main source of generation. Meanwhile, hydro, geothermal, natural gas, and oil remained stable. Despite the majority of the RE share being solar and wind power, their share in terms of total capacity in 2022 remained low, being 6.4% and 1.7%, respectively. In addition, the energy demand in the country is projected to rise at a rate of 4–5% annually and potentially double the amount in total power consumption by 2040 based on the PEP [25].

Most of the power demand in the country comes from the Luzon grid. This particular grid is facing challenges in terms of stability and capacity [26]. The installed capacity in the Philippines as of early 2023 is about 28.258 gigawatts, with a major source of thermal sources, which accounts for 71% of the share. Meanwhile, renewable sources account for the remaining 29% as shown in Figure 9 from DOE [27].

With the status of the existing grid in the Philippines, the widespread adoption of EVs could pose a problem due to a potential increase in electricity demand, especially during peak hours. Simultaneous charging of a large number EVs could lead to the following:

• Peak Load Management Issues—Charging during peak consumption periods may cause the grid to struggle in meeting sudden demand surges [28]. This necessitates proper peak load management and increasing generation capacity to ensure grid stability [26].
• Localized Grid Strain—EV charging at a large scale, particularly those with fast chargers, can cause induced stress to the electrical infrastructure. If the charging activities were not controlled or managed, this could lead to negative consequences to the power grid [29], such as localized voltage imbalances and variations, as well as overload in transmission networks and transformers [30].
• Ancillary Services—Maintaining grid frequency and voltage stability may be possible with enhanced ancillary services to address the increase in demand for EV charging. For this, battery energy storage systems (BESSs) are crucial [31], which provide fast response times for grid operations and support the integration of variable RE sources [32].

EVs may be beneficial for the environment. However, its benefits are highly dependent on the electricity source utilized to charge EVs. Given the current power generation mix of the Philippines, which remains heavily reliant on fossil fuels, it poses challenges such as dominance of coal, emissions offset, as well as energy security and cost.

Coal-fired power plants dominate power generation in the Philippines with 58% in 2023 [5]. Even though there has been a moratorium in 2020 regarding new coal-fired power plants, the previously approved projects are still proceeding, which will add an estimated 2.255 GW by 2028 for coal-fired capacity [26]. The continued reliance on non-renewable sources may diminish the “greenness” of EVs, since the electricity used to charge these may still come from those sources. Since the goal of implementing EVs is to reduce GHG emissions, the grid must transition to a cleaner energy source as well for EVs to truly contribute to decarbonization. The Philippines is planning to increase the RE share of the generation mix to 35% by 2030 and 50% by 2040 [26]. Until then, the environmental gains from EV adoption will be partially offset by fossil-fuel-based emissions due to electricity generation. Since the Philippines is a net importer, the continued reliance on fossil fuels could impact the operational cost of EVs due to volatility in fuel prices, which affects the price of electricity [18].

2.4.2. Charging Infrastructure Development

According to the DOE, publicly accessible EVCSs are rapidly expanding, with 912 operational nationwide as of 31 March 2025 with most of these located in the National Capital Region (NCR) [33]. However, the presented EVCS growth rate is still not sufficient compared to the projected EV growth. Furthermore, this is far from achieving the CREVI’s short-term business-as-usual target of 7300 EVCSs by 2028 [34]. To support this expansion, careful distribution planning is essential to avoid overwhelming local grids.

A survey identified the barriers and drivers for the adoption of EVs for public transport. The primary barriers identified were mainly economic and technological aspects. Specifically, the lack of EVCSs, high investment and operational cost, driving range issues, including use in different terrains, and EV parts and repair station availability, as shown in

Table 2. Partial Results of Barriers and Drivers for the Adoption of EVs for Public Transport (D = Driver, B = Barrier).

PESTLE Factor	Commuters	Drivers	Stakeholders	Experts
Economic
High investment cost	B	B	B	B
Decreasing cost of e-PUVs	D	D	D	D
High electricity prices	B	B	D	B
High gasoline/diesel prices	B	B	D	D
Importation of PUVs	B	B	B	B
Local manufacturing of PUVs	D	D	D	D
Economic stability	D	D	D	D
Higher base fare	B	D	D	B
Technological
Technological progress	D	D	D	D
Increasing automotive business	D	D	D	D
Availability of charging stations	B	B	B	B
Development of renewable energy	D	B	D	D
Availability of auto parts supply	B	B	D	B
Availability of mechanic/repair shop	B	B	D	B

. Aside from high investment costs, transport stakeholders’ hesitation to adopt e-PUVs stems from a lack of policy support, skepticism about strict program implementation, and concerns about public acceptance [35]. Another challenge for EVCS development is the lack of government guidance on EV-dedicated parking slots in condominiums and other establishments [15].

Spatial planning or land acquisition for the allocation of EVCSs is another challenge that hinders the development of EV charging infrastructures in the Philippines. One reason for this is that, while Local Government Units (LGUs) are mandated to have varied transport planning approaches by the National Transport Policy (NTP), some lack dedicated departments for transport planning. This ultimately hinders electric mobility planning at the local level [15].

While DOE recognizes the need for a systematic regulatory framework, it proposes to solve this through Implementing Guidelines on Obligations of EVCS Providers and EVCS Requirements, Specifications, and Interconnectivity (IG-ORSI). The IG-ORSI also aims to encourage investment in EVCSs by providing a comprehensive safety design for deployment and by outlining specific installation requirements for EVCSs, particularly for Mode 4 chargers [33]. In addition, the expansion and development of EVCSs largely depend on private stakeholders. A significant example is the USD 100 million financing agreement signed between the Asian Development Bank (ADB) and Ayala Corporation in January 2025. This facilitates the establishment of new EVCSs and expansion of EV fleets, thereby addressing infrastructure gaps and accelerating adoption [36].

2.4.3. Transport and Energy Sector Initiatives

To address these existing problems, the Philippines is implementing solutions to mitigate such harmful emissions. This includes cutting transport emissions by promoting vehicle scrappage and expanding bicycle lanes. Furthermore, public transport is also being promoted by modernizing and upgrading public utility vehicles (PUVs). Alternatives for gasoline and diesel are also being explored, such as biofuels, bioethanol, and biodiesel [22].

The DOTr has partnered with the DOE and the DTI to formulate CREVI, a roadmap that aims to accelerate EV adoption by focusing on four key components: EVCSs, manufacturing, research and development, and human development. As a key stakeholder, the DOTr helps push for EV adoption by supporting the development of charging stations and other necessary infrastructure. Furthermore, the DOTr plays a major role in EVIDA, where it is responsible for developing additional “green routes”, creating guidelines for a mandatory 5% EV fleet share in the PUV sector, and prioritizing power generation for EV demand [37].

2.4.4. Leveraging Renewable Energy and Policy Roadmaps for Sustainable EV Growth

Through ongoing research and development, EVs and EVCS components are being developed to promote clean energy and enhance the EV ecosystem. This will help maximize the environmental benefits of EVs, as its primary aim is the decarbonization of the transport sector [38]. The National Renewable Energy Program (NREP) outlines the policy framework for the Republic Act No. 9513, or REACT. The NREP drives the development of the RE industry and promotes its technological advancements. By addressing grid integration challenges and expanding RE sources in line with REACT [39], the NREP directly supports EVIDA’s goals of decarbonization and clean energy, which in turn contributes to the country’s energy security. The PEP is another key driver for promoting RE use. The PEP 2020–2040, for example, aims to increase RE use to 50% by 2040 and establish EV penetration rates of 5% for the reference scenario (REF) and 10% for the CEF by the same year [13].

A mandate that supports EVIDA is the CREVI. This policy carefully plans the implementation of EVs in business-as-usual scenarios and clean energy scenarios. Its general goal is to promote a sustainable and fair transition to the electrification of the transport sector. This initiative is critical for meeting the green energy contribution and decarbonization of the country and reinforcing energy security. Furthermore, the urgency of the CREVI is justified by the persistent environmental concerns, such as air pollution, as reported by the EMB [24].

CREVI aims to address challenges in three key areas: the adoption of EVs, the EV industry itself, and the charging infrastructure industry. One market barrier is skepticism toward EVs, given that the technology is relatively new. This market hesitation directly impacts demand for support industries, including charging stations, battery-swapping stations, and disposal facilities, which only develop in response to EV and battery demand. A major barrier for the EV industry is the limited capacity for local EV assembly and manufacturing, which hinders the acquisition of parts and batteries. This, in turn, is due to low local demand for EV manufacturing and assembly [34]. Another major barrier to EV adoption is the EVCS industry. The lack of investor attraction for charging stations is considered high risk due to the low demand for EV charging. The barriers for EVCSs are visualized in Figure 10. Ultimately, CREVI aims to transition the transport sector to electric mobility for a sustainable future, reducing environmental impact through new EVs and required infrastructure. Its specific goals include [34]:

• Promote the local use of EVs.
• Deploy sufficient EVCSs between 2023 and 2040.
• Aid the country to become an EV exporter and producer by 2040.
• Ensure sustainable growth and fair shift to e-mobility by protecting automotive industry jobs and providing training and specific EV transition programs.
• Support research and development for the local EV industry.

3. Evolution of Electric Vehicle Policy in the Philippine Energy Plans

3.1. Pre-EVIDA PEP Landscape: The 2016–2030, 2018–2040, and 2020–2040 PEPs

The PEP (2016–2030) approached transport electrification and clean energy by focusing on energy efficiency and a diversified energy mix. EVs were not extensively integrated in this version of the PEP, although potential fuel alternatives and technologies were acknowledged. However, vehicle alternatives were supported in this plan through the Vehicle Conversion Program (auto-LPG and e-trikes) with a plan to provide 6000 additional units of e-trikes, which indicates a general interest in EVs rather than aggressive targets. This plan generally emphasized energy efficiency across all sectors, including transport, and increased the blending of biofuels [11].

The PEP (2018–2040) recognized EVs and included them in its alternative fuels and energy technology (AFET) roadmap, aiming for a 10% penetration rate for EVs by 2040 in CEF. Despite setting this target, the plan did not provide specific details for its achievement. Therefore, the plan focuses on fuel diversification, improved vehicle efficiency standards, and alternative fuel promotion like hybrid electric vehicles (HEVs), auto-liquefied petroleum gas (LPG), and clean natural gas (CNG) vehicles for clean transport. In addition, incentives for investors in the AFET roadmap are given through policies such as Executive Order (EO) 226, EO 448, and the Tax Reform for Acceleration and Inclusion (TRAIN) Act [12].

Prior to the implementation of EVIDA, the PEP 2020–2040 continued to evolve EV integration, with a new REF set at a 5% EV penetration rate. It also retained the 10% penetration rate for CEF by 2040, projecting an additional 3.3 million EVs on the road. The breakdown for the projected EVs by 2040 is shown in

Table 3. Projected EVs by 2040.

Vehicle Segment	Projected EV by 2040 (in Million)
	Reference Scenario (REF) 5% Penetration Rate	Clean Energy Scenario (CEF) 10% Penetration Rate
Motorcycles (MCs)	1.10	2.19
Tricycles (TCs)	0.23	0.45
Non-conventional 2-wheel/3-wheel vehicles (NCs)	0.15	0.29
Passenger cars (PCs)	0.05	0.09
Utility vehicles (UVs) for public use	0.06	0.11
Sports utility vehicles (SUVs)	0.09	0.19
Buses	0.00	0.00
Trucks (including all goods vehicles)	-	-
Total	1.67	3.33

. The plan acknowledged the role of EVs in reducing oil consumption and their contribution to reducing GHG emissions. The plan also highlights the collaboration with EVAP, a public stakeholder that advocates for the use and development of EVs. Additionally, Senate Bill 1382 and House Bill 4075 were also included, which provide a policy and regulatory framework for EVs and EVCSs, respectively. This version of the plan lacks a comprehensive mandate for EVs despite the clearer targets compared to previous versions. Instead, the plan continued to emphasize broader energy efficiency and alternative fuels [13].

3.2. Policy Baseline: Republic Act 11697 (EVIDA)

The Republic Act 11697, or EVIDA, was enacted on 15 April 2022. This was formerly Senate Bill 1382 before its enactment, and House Bill 4075 was merged with this act. This legislative commitment by the Philippines is to promote sustainable transportation. The core purpose of EVIDA is to provide a comprehensive policy framework for the development and promotion of the EV industry in the country, moving beyond general energy plans for EV adoption. In addition, this act explicitly aims for the following according to Section 2 of this act [7]:

• Reduce reliance on imported fuel and fossil fuel dependence.
• Encourage clean energy innovation.
• Protect people from pollution and improve electric grid stability.
• Boost local industries by creating jobs for skilled workers and attract investments.
• Protect cultural heritage in transportation.
• Help the government transition to this innovation.

EVIDA actively promotes EVs through multiple ways. This act mandates a minimum EV share of 5% for corporate and government fleets within a specified timeframe, requires dedicated EV parking slots in private and public buildings, and directs the installation of charging stations in these designated areas and in selected gasoline stations identified in the CREVI. Both fiscal and non-fiscal incentives were outlined in this act. Fiscal incentives include potential tax exemptions for manufacturing and import of EVs and EVCSs, while non-fiscal incentives include priority registration, exemption from number-coding schemes for EV users (including HEVs), and expeditious processing for electric PUV franchises. These provisions collectively aim to create an enabling environment that promotes the transition to cleaner and more efficient transport options in the Philippines [7].

CREVI is a component mandated by EVIDA that serves as a detailed roadmap for the vision of the act. The broad objectives of EVIDA are detailed into concrete plans and strategies for the development and promotion of the EV industry by CREVI. Despite these policy frameworks, the demand for EVs and EVCSs remains a challenge due to existing barriers, as discussed previously. Figure 11 details the registered EVs from 2014–2022. The graph shows a surge of EV registrations from 2017 to 2018, which then slowed down until 2020. The registrations slightly increased in 2021 but drastically reduced in 2022. According to 2021 data from the Land Transportation Office (LTO), 8593 EVs were registered, in contrast with conventional vehicles, amounting to 13,022,483 registrations. Among the EVs registered, 87% were 7503 units of motorcycles/tricycles, while 10% and 3% were for SUVs and sedans, respectively. The difference between the registered EVs and conventional vehicles itself shows the challenge in demand for EVs [34].

A sudden increase in EV registration from 2017 to 2018 may be due to the enactment of the TRAIN Law in 2018. PEP 2018–2040 stated in its legislative advocacy section that alternative fuel vehicles, particularly HEVs and pure EVs, benefit from excise tax incentives. This is the support of DOE to further boost the promotion and adoption of AFETs. Thereafter, the registration rates stabilized, likely due to the lack of more committed support prior to the enactment of EVIDA in 2022 [12].

The CREVI outlines the EV and EVCS targets in short-, medium-, and long-term goals:

• Short-term goal (2023–2028): 311,700 EVs and 7300 EVCSs for business-as-usual scenario (BAU), 2,454,200 EVs and 66,500 EVCSs for CEF.
• Medium-term goal (2029–2034): 580,600 EVs and 14,000 EVCSs for BAU, 1,851,500 EVs and 41,800 EVCSs for CES.
• Long-term goal (2035–2040): 852,100 EVs and 20,400 EVCSs for BAU, 2,001,600 EVs and 39,800 EVCSs for CES.

The short-term target encourages the utilization of RE to power EVCSs, while 50% is the target for the medium term, and there is a mandate of 100% RE utilization for the long term [34].

The three DCs of EVIDA advance its implementation through operational guidelines for the EV industry of the Philippines. DC2023-05-0010 focuses on the unbundling of EVCS charging fees. This ensures transparency for EV users by requiring a breakdown from billing services like electricity consumption, time-based usage, or fixed fees. This will promote fair pricing and the regulation of the commercial operation of EVCSs [8]. DC2023-05-0011 contains the guidelines for EVCS provider accreditation and registration, which categorizes providers into operators, service, and suppliers. This also outlines the requirements and processes for obtaining accreditation, emphasizing the need for valid certificates to operate and promote EVCS deployment [9]. Lastly, DC2023-05-0012 establishes the EV Recognition Guidelines to harmonize EV classifications and identify vehicles eligible for EVIDA incentives. This supports the CREVI through a standardized approach to EV types across government agencies and the industry [10]. Collectively, these DCs provide essential regulatory and operational frameworks for EVCSs, service provisions, and vehicle identification.

3.3. Post-EVIDA PEP: Target Integration and Shifts (2023–2050)

The 2023–2050 PEP signifies a clear shift that now incorporates EVIDA by integrating the act and its IRR as a foundation for transport electrification. This shows significant progression compared to previous PEPs, which do not include dedicated mandates for EVs. The current plan highlights EVIDA as a key policy that will support the transition to clean energy and decarbonization efforts of the country. Furthermore, it shows the importance of EVs in reducing reliance on imported fuels and cutting GHG emissions, which aligns with the purpose of EVIDA directly [14].

The PEP now sets more aggressive targets in EV shares, aiming for a 50% EV share of the total fleet by 2040 in CEF and onwards to 2050. This set target includes all sectors, except households, of which the target is a 10% share of the total fleet by 2050. A breakdown per sector shows the following:

• Tricycle and motorcycles: 50% EV shares by 2030, increasing to 60% by 2040 through 2050.
• Cars, SUVs, and UVs: 25% EV shares by 2030, increasing to 50% by 2040 through 2050.
• Buses: 10% EV shares by 2030, increasing to 15% by 2040 through 2050.

Due to lower initial cost and their accessibility to most consumers, motorcycles and tricycles drive EV adoption in the country. While CREVI outlines target EVs up to 2040, the PEP 2023–2050 extends these projections with a longer vision through 2050. The projection for REF per EV type (HEV, plug-in hybrid electric vehicle (PHEV), battery electric vehicle (BEV)), including the projected EVCSs, is shown in

Table 4. Projected Cumulative Vehicle Segment per EV Fleet and EVCSs by 2050 (10% EV Share, REF).

EV/EVCS Targets		Short Term 2023–2024	Medium Term 2025–2028	Long Term 2029–2050	Total
Vehicle Type	EV Type
Cars (Sedan, SUV, UV)	HEV	48,348	161,622	238,929	448,899
	PHEV	8061	26,940	169,594	204,595
	BEV	8061	26,940	948,194	983,195
Tricycle	BEV	22,258	74,414	399,444	496,116
Motorcycle	BEV	97,818	327,029	2,243,094	2,667,941
Bus	BEV	379	1263	6942	8584
Total EVs		184,925	618,208	4,006,197	4,809,330
EV charging stations		5188	17,338	150,916	173,442

. To meet these targets, 4748 GWh of additional energy demand is necessary, equivalent to 0.54 GW of power by 2050, which is expected to reduce 55.37 million tons of CO₂ equivalent in 2050. On the other hand, CEF will require an increase in energy demand of 19,377.98 GWh, equivalent to 2.21 GW of power by 2050 and estimated to reduce emissions by 297.43 MtCO₂ [40].

Stakeholders are key to the development of the EV industry in the Philippines. The government has established partnerships with Globe’s 917 Ventures, Gogoro, and Ayala Corporation. Additionally, Mober and DHL Express are now contributing to the adoption of EVs in the logistics sector. Several government policies and plans synergize with EVIDA. These policies are RA9513 (REACT), RA11534 (CREATE ACT), RA10771 (Green Jobs Act), Metropolitan Manila Development Authority (MMDA) Memorandum, NTP, Philippine Development Plan (PDP), Philippine National Standards (PNS), and the TRAIN Law.

4. Policy Implementation and Challenges

4.1. Early Progress and Initial Outcomes

Since the enactment of EVIDA, 912 publicly accessible EVCSs have been deployed as of March 2025, with most of them concentrated in the NCR. Government initiatives were provided by the corresponding DCs of the act, which serve as the regulatory framework for the EV market. To aid the expansion of EVCSs and EV fleets, public–private partnerships were established, such as the agreement between the ADB and Ayala Corporation, by financing USD 100 million as support. However, despite the integration of EVIDA into the current PEP (2023–2050) to align with long-term energy and transport targets, EV registrations remain low compared to conventional vehicles. Consequently, the government actively promotes EVs through mandates, adoption, and green routes.

Due to the development of EVCSs being concentrated in the NCR, other regions of the country have significantly fewer registered EVCSs. Despite the growing number of EVCSs throughout the country, the only publicly available regional data comes from CREVI as of January 2023, as shown in

Table 5. Registered EVCSs by Region.

Region	Alternating Current (AC) Chargers	Direct Current (DC) Chargers	Battery Swapping Stations	TOTAL
NCR	141	38	2	181
I	1	-	-	1
II	6	2	-	8
III	12	1	-	13
IV	92	17	1	110
VI	4	-	14	18
VII	1	1	3	5
XI	1	-	-	1
XIII	-	-	1	1
Total	258	59	21	338

[34].

Based on the data presented, only region IV is relatively close to the NCR in terms of available EVCSs, which may be due to its industrial development. Region VI has the most BSSs among the other regions. This shows that the development of EVCSs in other regions needs to improve to enhance the acceptability of EVs to the public.

4.2. Key Implementation Challenges

This section discusses the challenges of EVIDA in terms of its implementation. This is discussed through expounding regulatory hurdles, infrastructure development challenges, economic and financial barriers, and market and social acceptance challenges.

4.2.1. Regulatory Hurdles

While the IRR and accompanying DCs have clarified key definitions and guidelines, the actual implementation suffers from inter-agency coordination and permitting inefficiencies. Stakeholders report skepticism about enforcement consistency, especially at the local level, where many LGUs lack the institutional capacity or dedicated transport planning units. The lack of unified local guidance for EVCS installation (e.g., condominiums or commercial properties) also hinders private sector initiatives.

4.2.2. Infrastructure Development Challenges

Despite the deployment of 912 publicly accessible and operational EVCSs, this amount is far below the short-term target of 7300 EVCSs by 2028 of CREVI. Furthermore, the current number shown in the map available on the DOE website highly deviates from this amount, only having a total of 294 EVCSs, 258 for AC and 36 for DC, which may be due to an outdated record by DOE [41]. Deployment remains uneven, with concentration in urban areas. Another challenge is the readiness of the electrical grid, posing potential problems such as demand for mass EV charging, especially Mode 4 fast chargers, risk of localized grid strain, voltage instability, and overload of transformers. These issues are also compounded by the continuous dependence on fossil fuels of the grid, which is 58% of power generation as of 2023, by coal alone, which possibly cuts the environmental benefits of EVs.

4.2.3. Economic and Financial Barriers

A major factor affecting the promotion of EVs is their high upfront costs. Although incentives under the EVIDA and CREATE act exist—such as the income tax holiday and enhanced deductions and zero tariffs on materials and equipment used for EVs—these do not appear to reach the level that would make EVs affordable. Furthermore, high electricity prices affect the operational cost for EV users and potentially reduce their incentives to transition from ICE vehicles. Without additional subsidies and financial support, EV investment is not financially viable, especially for public transport operators. Local manufacturing and assembly remain limited due to the hesitation of investors to commit to the EV market and the lack of supporting infrastructure.

4.2.4. Market and Social Acceptance Challenges

Public awareness of EVs remains low. “Range anxiety”, limited charging visibility, and high acquisition cost discourage potential buyers. The transport workforce is also unprepared for the transition: there are skill gaps in EV repair, maintenance, and battery handling. Meanwhile, traditional transport operators are resistant due to unfamiliarity with EV technology, doubts about program sustainability, and the threat of job displacement. Furthermore, the lack of consumer trust is caused by the uncertainty regarding the long-term support of the government and consistent enforcement.

5. Shifts and Drivers Analysis

5.1. Key Shifts in the EV Landscape

Given the continued reliance on non-renewable energy of the country, which is responsible for harmful GHG emissions, there has been a continuous search for fuel alternatives and other methods to reduce emissions. As a major contributor to GHG emissions and air pollution, the transport sector has been a focus of previous PEPs, even before the enactment of EVIDA. Each version of the PEP has shown a growing interest in transport electrification, which ultimately led to the enactment of EVIDA and its inclusion in the current PEP. With a dedicated plan for EVIDA now integrated into the PEP, the government has also recognized its challenges. For instance, the potential rise in electricity demand from widespread EV adoption has resulted in further emphasis on increasing the renewable energy (RE) share of the energy mix. This transition to RE will reduce the risk of undermining the environmental benefits of EVs. CREVI is also aligned with the PEP’s targets for deploying low-carbon technologies, changing fuel sources, and mitigating GHG emissions. It provides a framework to balance market expansion with industrial growth.

This paper has shown the numerical shifts in the PEP in terms of EV penetration rates. The PEP 2016–2030 only planned for EV projects, while PEP 2018–2040 introduced an EV penetration rate of 10% by 2040 in the CEF. This was followed by the 2020–2040 PEP, which introduced a 5% rate for REF while retaining the 10% for the CEF by 2040. Finally, the current PEP now provides a more ambitious target of a 10% EV penetration rate in REF and 50% for CEF by 2040. In addition, the development of EVCSs has also been included. The comparison of penetration rates throughout the PEP versions and CREVI is shown in Figure 12a. Figure 12b shows that PEP 2020–2040 sets a very ambitious goal for EV targets. Although the targets of CREVI are ambitious, they are much less so than the prior PEP version. The PEP 2023–2050 sets a more realistic and attainable target. Figure 12c presents that previous PEP versions had no EVCS targets. The PEP 2023–2050 is the first to set these targets in compliance with CREVI, although the PEP’s targets are lower than CREVI’s.

The enactment of EVIDA helped secure investors and stakeholders to support the adoption, with public–private partnerships providing a key source of financing to promote the EV industry. Furthermore, collaborations with other stakeholders such as Ayala Corporation, Gogoro, and Globe’s 917 Ventures have been established to support the CREVI framework. This collaboration helps reduce the skepticism about the EV market and transforms the private sector into an active participant.

5.2. Drivers for the Updated PEP Targets and EV Adoption

The mandates within EVIDA, including its corresponding IRR, and DCs address the gaps for EV adoption in the previous versions of PEP, which lack enforcement despite recognizing EVs. The existence of CREVI has also shifted the targets for the current PEP, now outlining specific EV fleet targets and infrastructure goals. EVIDA has also been integrated with national frameworks such as PDP and NREP in the PEP. As a result of these changes, Figure 13 shows the impact of EVIDA on the acceleration of registered EVs and EVCSs.

The correlation between Figure 12 and Figure 13 shows the direct impact of CREVI targets as EVIDA was enacted in 2022. The strategies and policy frameworks set both by CREVI and PEP 2023–2050 have drastically increased EV registrations, showing potential for continuous market growth. However, despite this impressive rise, the current number of registered EVs and EVCSs is still far from the short-term targets (2023–2029) of CREVI and does not meet the short-term goal (2023–2024) of the PEP. While the current rate is much better than pre-EVIDA, sustained acceleration is required to achieve these targets. This growth in EVs will reduce GHG emissions but must be accompanied by an increase in RE share to maintain clean energy.

Beyond reducing GHG emissions, EVIDA also provides significant economic benefits by opening opportunities for reduced fuel imports and job creation. CREVI encourages the increased use of RE to power EVCSs, which will reduce the reliance of the country on fuel imports. In line with the Green Jobs Act, EVIDA promotes the development of a skilled workforce to meet the demands of the emerging EV industry. According to the current PEP, 10,307 jobs have been generated by EVCS providers, and an estimated PHP 1.64 billion in investments.

Given the increase in poor air quality and GHG emissions, transitioning to an alternative that mitigates these harmful effects is essential. As previously mentioned, the transport sector is one of the major contributors to harmful emissions. Therefore, the electrification of the transport industry is a crucial step to reduce air pollution and its associated negative health impacts.

5.3. Critical Constraints on Achieving PEP EV Targets

This section lays out the constraints that hinder achieving EV targets in the PEP. The following is discussed: policy and regulatory inconsistency, economic and financial barriers, and market and social barriers.

5.3.1. Policy and Regulatory Inconsistency

Given the challenges identified by both EVIDA and the PEP, a more consistent approach is recommended. For instance, the inconsistencies with transport planning and EVCS designation are prevalent due to the lack of a dedicated office or department within LGUs. To gain market and investor trust, it is essential for the government—especially LGUs—to actively monitor EV and EVCS adoption and to incorporate feedback. Without stricter policy enforcement, the PEP’s targets for EVIDA will be difficult to attain even under REF.

5.3.2. Economic and Financial Barriers

The high upfront cost of EVs and expensive electricity in the Philippines are significant barriers to widespread EV adoption. The electricity price is a direct result of the Philippines being a net importer and its heavy reliance on fossil fuels. This also affects the grid’s preparedness for EV transition. Grid stability and clean energy supply are essential to maximize the environmental benefits of EVs for decarbonization. Furthermore, the high upfront cost affects EV demand, which in turn influences EVCS deployment. As previously discussed, EVCS expansion is highly dependent on funding and support from private stakeholders.

5.3.3. Market and Social Barrier

EV adoption in the Philippines is also hindered by its low demand. The low demand is a result of consumer skepticism and a lack of trust in the market, which is largely driven by being a relatively new technology. This creates a cycle as EVs and EVCSs affect each other’s demands. One reason for the low demand for EVs is the lack of charging stations, which intensifies “range anxiety” among consumers. Conversely, a primary reason for the lack of EVCS development is the low demand for EVs themselves. As previously discussed, EVCSs and battery swapping stations are only deployed when demand for EVs and batteries arises.

5.4. Emerging Trends and Future Outlook for PEP Targets

Technological advancements gradually reduce the cost of EV adoption, with the battery being main component that determines the price of an EV. Over the past decade, the price of EV batteries has dramatically declined, a key factor in improving EV affordability. As shown in Figure 14, analysis from BloombergNEF indicates a steep decline in the volume-weighted average price of lithium-ion batteries, from USD 806/kWh in 2013 to USD 115/kWh in 2024. This overall trend is driven by continuous price drops in both the battery cell and pack components. Upon closer examination, battery pack prices remained relatively stable from 2021 to 2024. The significant reduction in the total battery price from 2023 to 2024 was primarily driven by the significant decline in the average battery cell price, from USD 111/kWh to just USD 78/kWh. Pack prices are expected to drop by USD 3/kWh in 2025 based on analysis of BNEF [45].

The global shift towards lithium iron phosphate (LFP) batteries is a key factor in improving EV affordability. LFP batteries, which are cheaper and safer than nickel manganese cobalt oxide (NMC) batteries, are mainly produced in China and are more than 20% cheaper to produce. This, along with the general decline in global battery prices since 2023 [3], has the potential to accelerate EV adoption, especially in the Philippines.

While the 16,000 registered EV units as of 2023 [42] remain a small portion of the PEP targets for both the REF and CEF scenarios, this number represents significant growth compared to the approximately 8000 units registered in 2022. With the increasing maturity of the global EV market and supportive government initiatives, these trends could accelerate the PEP targets and help achieve the ambitious 2050 goals.

EVs are not only about cars. The PEP recognizes EV transitions can be driven by tricycles and motorcycles, which are more affordable for the average consumer. The increasing variety of EV models include e-bikes, e-trikes, and e-jeepneys and will significantly help decarbonize the transport sector. Furthermore, this could potentially lower the fare for tricycles and jeepneys, as these vehicles will no longer rely on fuels with volatile prices.

The mandates that complement EVIDA within the PEP will further help the act achieve its environmental benefits. For instance, REACT aims to increase the RE share in the Philippine energy mix. With a higher RE share, electricity used to power EVs will come from cleaner resources, resulting in reduced GHG emissions and achieving the goals of the Clean Air Act. Therefore, the continued growth of RE within the PEP is essential for solidifying the long-term sustainability and environmental benefits of EVs.

6. Conclusions

The persistent effects of global warming and climate change, driven by human-caused GHG emissions, necessitate immediate action. The road transport sector is a significant contributor to this phenomenon, responsible for 15% of global GHG emissions in 2019. Therefore, electrification of the transport sector is essential to achieve the net zero emissions goal by 2050. As the EV market grows, numerous countries are implementing policies for a rapid increase in EV share, especially for LDVs, with most policies aiming for 100% LDVs by 2030 or 2035. However, the Philippines struggles to keep up with this movement due to underlying barriers, including EV demand. The transition to ZEVs is known to be challenging for developing countries.

Although PEP has clear targets for EVIDA, they are unlikely to be met under current conditions. The short-term PEP target for 2023–2024 is 184,925 total EVs, based on a 10% penetration rate from the REF. However, recent data shows that there are more than 16,000 EVs registered as of 2023. Similarly, for EVCSs, there were only 1026 available as of July 2025, a significant discrepancy from the short-term target of 5188. Given these significant discrepancies, medium- and long-term targets are also unlikely to be achievable. EVCS deployment is also hindered by barriers caused by some LGUs that lack a dedicated department for transport planning.

The status of the Philippines in the context of energy transition is critical. While there are commitments and projections for EVIDA in the PEP, achieving its goals requires a more aggressive, consistent, and adaptable strategy. This can be achieved through strict implementation of policy, accompanied by close monitoring of the process and progress. This approach should not only apply to EVIDA but also to the broader PEP, especially the transition to RE for a more sustainable and reliable grid. Given the risk posed to the grid stability due to the development of the EV industry, as presented by recent literature, EV penetration rates need assessment. Power system simulations can be utilized to simulate node voltage deviation of power grids at certain EV penetration rates. Additionally, a learning curve model, similar to the BNEF’s lithium-ion battery price prediction, is recommended for future researchers to predict the feasibility of EVs to achieve CREVI targets by 2028.

Overcoming these constraints will help the Philippines not only with its EV market and sustainable transport sector but also reduce harmful emissions contributing to climate change. Therefore, the future of the EV industry in the Philippines relies heavily on firm policy execution, strategic investment, and sustained public–private collaboration.