A number of years ago, it was a rare sight to see an electrical vehicle on the streets of Phnom Penh. Today, electric vehicles have gotten an increasingly familiar a part of Cambodia’s urban landscape, from sleek passenger cars cruising the capital’s boulevards to electric tuk-tuks quietly ferrying passengers through busy neighborhoods.

What makes Cambodia’s electric vehicle story remarkable is just not only the event itself, but in addition the speed at which it is happening. In a rustic higher known for Angkor Wat, clothing production and agricultural exports, electric mobility is emerging as some of the ambitious transformations within the Kingdom.

From a single electric vehicle to a national movement

Cambodia’s electric vehicle journey began with an especially small base. In 2018, there was just one registered electric vehicle in the whole country. Less than a decade later, the landscape looks completely different.

By early 2026, the whole number of electrical vehicle registrations across the country had exceeded 16,000 units. The momentum has been particularly impressive in recent times, with registrations increasing by roughly 127 percent in 2025 alone, and almost 8,000 latest electric vehicles on Cambodian roads in a single 12 months.

Unlike many countries where the recognition of electrical vehicles is concentrated amongst luxury automobile buyers, Cambodia’s market is more diverse. Electric passenger vehicles share the roads with electric scooters and electric three-wheelers, reflecting the sensible transportation needs of on a regular basis Cambodians.

Government policies driving change

There is a transparent national strategy behind this growth. As a part of Cambodia’s National Electric Vehicle Development Policy 2024-2030, the federal government has set ambitious targets to place 30,000 electric cars, 720,000 electric motorcycles and 20,000 electric three-wheelers on the country’s roads by the tip of the last decade.

To support this transition, authorities have introduced significant tax incentives aimed toward reducing the initial cost of ownership. Import duties on electric vehicles have been significantly reduced, with many vehicle categories benefiting from zero import duties.

Minister of Public Works and Transport Peng Ponea stressed that electric mobility is a very important pillar of Cambodia’s sustainable transport future and broader environmental commitments. This policy is closely according to the country’s long-term carbon neutrality strategy, which envisages 40 percent of cars and buses and 70 percent of motorcycles becoming electric by 2050.

Building the infrastructure of tomorrow

Like many emerging electric vehicle markets, Cambodia faces the challenge of expanding charging infrastructure quickly enough to maintain pace with the event of the technology.

While the variety of charging stations is increasing in Phnom Penh and other major urban centers, expanding access to provincial areas stays a priority. Addressing issues related to vehicle range and the provision of charging vehicles shall be key to increasing consumer confidence.

Progress is already underway. Private sector initiatives, including plans by corporations like ZO Motors to put in lots of of fast charging stations across the country, are helping to construct the foundations for a future electric transportation network.

At the identical time, the Ministry of Mines and Energy has created a legal framework regulating charging infrastructure, including regulations on public charging stations, pricing standards and safety requirements.

Powered by water, powered by possibility

Cambodia’s transition to electric vehicles brings with it a singular advantage that sets it other than many countries world wide.

Much of the country’s electricity is generated by hydroelectric power plants. This implies that electric vehicles can have a much smaller carbon footprint than in countries that rely heavily on coal-fired power plants to provide electricity.

The economic consequences are equally significant. Cambodia imports virtually all of its petroleum fuels, leading to a big outflow of domestic spending. The increasing use of electrical vehicles allows transport to increasingly depend on domestically generated electricity quite than imported fuel.

Meanwhile, Cambodia can also be attempting to develop local production capability. The approval of the Sihanoukville electric vehicle assembly plant signals a desire to maneuver beyond vehicle imports and create latest industrial opportunities, expert jobs and investment within the green economy.

Chinese manufacturers, especially BYD, currently dominate the market, while Toyota and Tesla have also established a visual presence amongst Cambodian consumers.

A brand new chapter for the Kingdom

The story of electrical vehicles in Cambodia is ultimately about greater than just transportation. It is a mirrored image of a nation committed to innovation while striving for sustainable development and energy security.

From one registered electric vehicle to over 16,000 in only just a few years, the Kingdom has shown how quickly change can occur when policy, investment and public interest align. As charging networks expand and adoption continues to speed up, Cambodia is positioning itself not only as a participant in Southeast Asia’s electric future, but in addition as some of the dynamic emerging success stories.

According to Microsoft Work Trends Index 2026Singapore’s workforce has emerged as a worldwide leader within the adoption of artificial intelligence (AI). The report highlights that Singapore currently ranks second on the earth by way of the adoption rate of artificial intelligence.

This rating shows that staff in Singapore are amongst essentially the most lively and responsible users of generative AI tools in today’s skilled environment.

One of the fundamental the reason why Singaporean staff are using AI a lot is to enhance the standard and complexity of their products. Data shows that 66% of AI users in Singapore are actually creating work that they couldn’t have created only a yr ago, well above the worldwide benchmark of 58%.

For advanced AI users, this number increases to 82%. Additionally, 78% of staff in Singapore feel an urgent must adapt to AI to remain relevant. This is significantly higher than the worldwide average of 65%.

The way forward for work

A serious point of concern for staff and policymakers is whether or not artificial intelligence will ultimately replace human roles. However, the usage of artificial intelligence in Singapore remains to be largely human-dependent.

About 88% of AI users within the country say they continue to be fully liable for their considering and final decisions when using these tools. This suggests that fairly than replacing humans, AI is acting as a catalyst that permits employees to focus more on high-level supervision fairly than performing core tasks.

As artificial intelligence takes over increasingly more of routine task execution, the particular skills required for achievement are also changing. The report noted that 52% of Singaporean staff now consider that critical considering is a very powerful skill within the AI ​​era.

Moreover, as a substitute of simply doing their job, employees spend more time determining the general direction of projects, assessing the standard of AI-generated content, and feeling accountable for the ultimate results. This change highlights that human judgment stays central to the skilled world in Singapore.

Navigating the paradox of transformation

Despite high levels of individual adoption, many organizations in Singapore are struggling to maintain up with their employees, which is generally known as the transformation paradox. This happens when employees move faster due to technology than the organizational systems around them.

Currently, only 24% of respondents in Singapore consider their leadership is clearly and consistently focused on AI strategy, which is barely below the worldwide average. Additionally, roughly 48% of employees admit that they continue to be focused on achieving current goals fairly than taking the time to revamp their workflows to take full advantage of AI.

To support employees, organizations must deal with systemic support and incentives. Power users show that good managers play a key role by utilizing AI themselves and creating secure spaces for rehearsals.

For example, over 80% of those users are encouraged by their managers to experiment and redesign their work. By supporting their employees in this fashion, firms can turn individual effort into a powerful competitive advantage.

Government support

The Singapore government is actively stepping in with strong official support to deal with this issue and protect staff. Her government has developed a comprehensive plan to be sure that productivity gains from AI don’t result in higher unemployment.

The government has unified its support systems to offer employees with personalized profession guidance, skills training and data-driven job matching tailored to the evolving AI landscape. To encourage learning, Singaporeans taking chosen AI courses will receive six months of free access to top-quality AI tools for practical purposes.

Moreover, a newly formed council consisting of presidency, employers and trade unions is actively driving workplace redesign across industries. Instead of shedding staff after introducing artificial intelligence tools, firms are encouraged to maneuver their employees to higher-value positions that emphasize human judgment and oversight.

With this proactive approach, Singapore is ensuring that as its staff embrace technology, the country’s infrastructure will grow with them.

Indonesia’s quest to turn into a serious player in the worldwide electric vehicle (EV) industry represents probably the most ambitious economic transformations in modern history. Long recognized as a number one exporter of natural resources, the country is now leveraging its vast mineral wealth, industrial potential and domestic market to position itself at the middle of the worldwide energy transition.

Instead of viewing electric vehicles solely as an environmental solution, Indonesia has embraced electrification as a national development strategy. The goal goes beyond cleaner transport – it’s about creating jobs, strengthening domestic industries, attracting investment and moving up the worldwide value chain.

From resources giant to industrial powerhouse

At the center of Indonesia’s electric vehicle ambitions is its enormous nickel wealth. The country has the world’s largest reserves of nickel, a key ingredient in lots of lithium-ion batteries utilized in electric vehicles.

Recognizing the strategic value of this resource, Indonesia has adopted a daring policy of downstream industrialization, known locally as hilirisasi. Instead of exporting raw nickel ore, the federal government encouraged investors to establish smelters, battery processing plants and manufacturing plants within the country.

These policies have transformed industrial hubs similar to the Morowali Industrial Park in Central Sulawesi into globally essential hubs for battery materials and electric vehicle supply chains. What was once a resource-exporting economy is increasingly transforming into a producing and industrial powerhouse.

President Prabowo Subianto has repeatedly emphasized that the electrical vehicle sector is crucial to Indonesia’s broader vision of achieving energy independence and industrial self-sufficiency. In his opinion, the country must transcend being only a supplier of raw materials and turn into a world producer of high-quality clean energy products.

The domestic market is moving into high gear

The Indonesian electric vehicle market has grown at a rare pace. Sales of battery electric vehicles have grown from around 10,000 units just a number of years ago to over 104,000 units in wholesale shipments. Electric vehicles currently account for roughly 15-18 percent of passenger vehicle sales, making Indonesia one among the fastest-growing electric mobility markets in Southeast Asia.

A big advantage is the dimensions of the country. With a population of over 280 million people and one among the most important automotive markets in Asia, even a small increase within the number of electrical vehicles translates into significant demand.

Indonesia’s mobility patterns also create unique opportunities. Motorcycles remain the primary mode of transportation for hundreds of thousands of Indonesians, making electric two-wheeled vehicles a key a part of the country’s electrification strategy. The transformation of this vast motorcycle ecosystem could ultimately turn into one among the world’s best electric vehicle success stories.

Policies designed to speed up change

Government support has played a serious role in driving the sector forward. The authorities have set ambitious goals to have 600,000 electric cars and three.8 million electric motorcycles in use across the country by 2030.

To encourage each investment and consumer adoption, the federal government has introduced a spread of incentives, including tax cuts, VAT exemptions and subsidies for electric motorcycles.

Another key pillar is the implementation of Tingkat Komponen Dalam Negeri (TKDN), the Indonesian Local Content Requirements Framework. Through TKDN, manufacturers are encouraged to source components and conduct manufacturing operations within the domestic market in exchange for various incentives and market benefits.

This approach ensures that the event of electrical vehicles will contribute not only to vehicle sales, but in addition to broader industrial development and job creation.

A brand new competitive landscape is emerging

The development of electrical vehicles has transformed Indonesia’s automotive market. For many years, Japanese automakers dominated the sector, controlling the overwhelming majority of auto sales.

Today, the landscape is becoming increasingly more competitive. Chinese brands similar to BYD and Wuling have rapidly expanded their presence because of attractive prices, revolutionary technologies and a commitment to local production. BYD’s emergence amongst Indonesia’s leading automotive brands highlights the speed of this transformation.

Meanwhile, Hyundai has strengthened its position through domestic assembly, while several global manufacturers are switching from imports to local production to satisfy regulatory requirements and remain competitive.

Overcoming obstacles along the way in which

Despite impressive progress, Indonesia still faces significant challenges. Building charging infrastructure on an archipelago of over 17,000 islands stays a posh undertaking. State-owned utility PLN continues to expand its public charging network, but demand is growing together with the speed of use of the technology.

Questions also remain in regards to the environmental footprint of the electricity used to power electric vehicles. Indonesia’s grid still relies heavily on coal-fired power plants, making a paradox during which cleaner vehicles depend upon an energy system that is comparatively carbon-intensive. Increasing renewable energy capability will due to this fact be essential to maximise the environmental advantages of electrification.

Building the longer term of mobility

Ultimately, the transition to electric vehicles in Indonesia is about far more than simply transportation. It represents a broader effort to remodel the country’s economic structure, strengthen industrial competitiveness and secure a more resilient energy future.

By combining abundant nickel resources, supportive government policies, growing domestic demand and expanding production capability, Indonesia is laying the foundations for a world electric vehicle ecosystem.

The road ahead won’t be without challenges, however the direction is evident. Indonesia is not any longer satisfied with exporting raw materials to the world. Instead, it’s working to turn into the nation that designs, manufactures and powers the subsequent generation of mobility.

A quiet transformation is happening along the banks of the Mekong River. While many countries are pursuing electric vehicles as a part of their climate commitments or industrial ambitions, Laos has opted for electrification for a more immediate reason: economic resilience.

For the Lao People’s Democratic Republic, electric mobility just isn’t only a technological trend. It is a national strategy geared toward reducing dependence on imported fuels, strengthening economic stability and leveraging considered one of the country’s best assets – its abundance of renewable energy. In some ways, Laos is creating some of the unique electric vehicle stories in Southeast Asia.

Turn a crisis into a possibility

Laos has faced significant economic pressures lately, including inflation, fuel shortages and currency challenges. As a landlocked country that imports virtually all of its petroleum products, fluctuations in global fuel prices have a direct impact on households and businesses.

In response, the federal government implemented some of the aggressive electric vehicle policies within the region. One of probably the most noteworthy measures was the suspension of the import of latest gasoline and diesel vehicles until the tip of 2026, which was geared toward accelerating the transition to electromobility while limiting the outflow of foreign currency.

To encourage adoption, authorities have introduced a variety of incentives, including zero import duties on electric vehicles, a low three percent consumption tax and significant discounts on annual road taxes. This policy quickly turned consumer interest into real market growth.

Powered by the energy of the Mekong River

Laos is usually called the “Battery of Southeast Asia,” and for good reason. More than 95 percent of the country’s electricity is generated from renewable hydropower sources. Huge dams along the Mekong River and its tributaries ensure each domestic consumption and export of electricity to neighboring countries.

This renewable energy advantage gives Laos a singular position in the electrical vehicle landscape. In many countries, electric vehicles still depend on electricity generated from fossil fuels. However, in Laos, electric vehicle driving is already largely powered by clean energy.

The economic advantages are equally compelling. Research supported by the Japan International Cooperation Agency suggests that widespread adoption of electrical vehicles could save Laos as much as $940 million annually by 2030 by reducing fuel imports. For individual drivers, electricity costs could be greater than 70 percent lower than conventional fuel costs.

A market that’s growing at a unprecedented speed

While the market stays relatively small in comparison with regional giants, the expansion has been impressive. Total electric vehicle registrations nationwide have surpassed 14,400, up from lower than 1,500 units just a couple of years ago.

The government goals to extend electric vehicle penetration to greater than 30 percent of all vehicles by 2030, making Laos some of the ambitious electrification markets in Southeast Asia on a per capita basis.

State-owned utility Electricité du Laos has also partnered with private investors to develop electrical logistics solutions. The transformation is especially essential in freight transport, where reducing diesel consumption can generate significant savings for businesses and the national economy.

Overcoming infrastructure challenges

Despite its momentum, Laos faces significant obstacles. The country’s rugged, mountainous terrain and scattered population create challenges for the event of charging infrastructure.

Of the roughly 126 public charging stations currently operating in 14 provinces, a big concentration stays in Vientiane and surrounding areas. Expanding access to the northern and southern provinces stays a priority.

The transformation also requires a brand new generation of technical knowledge. Universities and skilled institutions have launched training programs specializing in electric vehicle maintenance and battery technologies, helping mechanics adapt from traditional engine repairs to modern electric powertrains.

Meanwhile, historic tourist destinations have gotten showcases of sustainable mobility. In Luang Prabang, a UNESCO World Heritage city known for its temples and colonial architecture, electric tuk-tuks are steadily replacing conventional vehicles. Their quiet operation helps maintain town’s peaceful atmosphere, while also appealing to environmentally conscious guests.

Driving towards a sustainable future

An electric vehicle journey to Laos is unlike another in Southeast Asia. It just isn’t based on ambitions for automobile production or export, but on economic necessity, energy independence and environmental stewardship.

Minister of Energy and Mines Phoxay Sayasone stressed that clean energy and sustainable transport will play an increasingly essential role in supporting the country’s long-term development goals. His vision reflects broader national efforts to leverage Laos’ renewable energy strengths for future prosperity.

As the country continues to expand charging networks, develop technical expertise and integrate electric vehicles into on a regular basis life, Laos is demonstrating how a small nation can turn its natural benefits into a robust catalyst for change. In the guts of mainland Southeast Asia, the Southeast Asia Battery is now also beginning to power its own roads.

Most people have never heard of Bang Pa-In. It’s a quiet neighborhood in Ayutthaya province, about an hour north of Bangkok, and more famous than anything for its royal summer palace.

However, inside the economic estate lies one of the vital essential manufacturing centers on the planet, the place where much of the world’s data storage systems are physically assembled, tested and shipped.

This is Thailand. And its impact on the worldwide hard disk drive (HDD) industry is stronger than most individuals realize.

It began with one decision in 1983

The story begins with Seagate Technology, a California-based storage company looking to cut back costs and scale up production. In 1983, they moved the warhead assembly line from Singapore to Bangkok, certainly one of the earliest major relocations of technology production to Southeast Asia.

The logic was easy, expert labor, government-backed incentives and a central location in Asia. What happened next was a cascade. In the Nineteen Nineties, Fujitsu, IBM and Western Digital established facilities in Thai provinces.

Component suppliers followed suit. Vocational programs have been built across the industry. An entire ecosystem was created, layer by layer.

By 2005, Thailand had change into the world’s largest exporter of hard drives. She has not resigned from this position since then.

80 percent of the world’s hard drives

Currently, Thailand accounts for about 80 percent of worldwide harddisk production. Both Seagate and Western Digital, two corporations that together control about 76 percent of the worldwide harddisk market, conduct their final assembly and testing operations there. Toshiba and Hitachi Vantara also maintain major manufacturing facilities within the country.

This is proven by the investment numbers. Between 2015 and mid-2024, the Board of Investment of Thailand (BOI) approved 42 investment applications within the harddisk and component sector, totaling greater than 82.6 billion baht.

In August 2024 alone, Western Digital received BOI approval for a 23.5 billion baht expansion of facilities in Ayutthaya and Prachin Buri. The project is predicted to generate an annual export value of over 200 billion baht and create over 10,000 jobs.

Seagate, to not be outdone, announced a separate investment of greater than 16 billion baht for its Nakhon Ratchasima operations. Western Digital currently employs 28,000 people in Thailand. About 60 percent of worldwide harddisk production capability is at plants in Thailand.

The flood that stopped the world’s hard drives

The clearest evidence of Thailand’s role in global supply was not a product launch or investment track record, but a natural disaster.

In October 2011, monsoon floods inundated central Thailand, including the Bang Pa-In industrial zone in Ayutthaya. Western Digital’s most important plant was under water to a depth of over 1.8 meters for over a month, and production was suspended.

Within weeks, harddisk prices world wide skyrocketed. The Seagate Barracuda 3TB drive, which sold for around $180, has increased to $430, a rise of 138%. It is estimated that by the top of 2012, the worldwide supply of hard drives will decline by 150 million units.

The World Bank ranked the flood because the fourth most expensive natural disaster in history. A single flood in a single country was enough to cause a world harddisk shortage that lasted until the next 12 months.

Why demand is rising again

The variety of hard drives for consumer computers has been declining for years as solid-state drives (SSDs) take over. However, one other segment is growing – high-capacity drives for cloud data centers. In 2025, cloud and hyperscale operators accounted for 48% of total global harddisk demand.

Thailand is being built to serve exactly this market. Western Digital’s latest BOI-approved expansion targets high-capacity production lines, including a 40TB disk drive line that is predicted to account for 35 percent of production on the expanded facilities.

In June 2025, Seagate launched a 32TB HAMR-based platform. That same 12 months, Western Digital increased enterprise harddisk capability by 18 percent.

In 2025, Seagate shipped greater than 108 million units worldwide. Western Digital delivered roughly 103 million. Most of those trips passed through Thailand.

Supply chain hidden in plain sight

Four a long time of collected infrastructure, trained engineers and built-in supplier networks have made Thailand’s harddisk industry difficult to copy elsewhere.

The country processes physical media on which the world’s data is stored within the cloud, AI training kits, surveillance recordings and enterprise backups – components which are invisible to most end users but are fundamental to the functioning of the digital economy.

Malaysia’s reference to the automotive industry is deep. For many years, national brands resembling Proton and Perodua symbolized the country’s industrial aspirations, and highways stretching from Johor to Kedah provided a growing middle class with economic opportunities. Today, a brand new chapter opens as electric vehicles begin to remodel the country’s automotive landscape.

Unlike some countries that view electrification primarily through the prism of environmental protection, Malaysia is pursuing a rigorously considered strategy. The aim will not be only to encourage cleaner mobility, but additionally to keep up its position as a regional automotive hub while strengthening domestic manufacturing capabilities.

From area of interest market to mainstream momentum

It wasn’t that way back that electric vehicles were largely related to high-end showrooms and affluent early adopters. This perception is changing rapidly.

The Malaysian electric vehicle market has witnessed remarkable growth, with registrations reaching almost 5,900 units in a single month and recording year-on-year growth of greater than 100%. Electric vehicles currently account for about 7.6 to 9.1 percent of the country’s total industry volume, which implies about one in a dozen recent vehicles sold are fully electric.

The major factor behind this modification was the emergence of more cost-effective models geared toward on a regular basis consumers. Perhaps the clearest sign of mainstream acceptance is the success of Proton’s electric vehicle initiative. The Proton e.MAS series has quickly develop into one of the crucial visible electric vehicle success stories within the country, showing that electrification is not any longer limited to premium imports.

Protecting industry while encouraging investment

Malaysia’s electric vehicle strategy reflects a careful balance between openness and protection.

A major turning point got here with the expiration of the tax exemption for fully imported electric vehicles at the top of 2025. Imported electric vehicles at the moment are subject to normal tariffs, while policy continues to favor domestically assembled vehicles.

The Ministry of Investment, Trade and Industry has also maintained regulations requiring imported electric vehicles to satisfy minimum price and performance thresholds. These actions are geared toward stopping foreign brands from being overwhelmed within the domestic market, while encouraging global manufacturers to establish local production plants.

Meanwhile, tax incentives for strip-assembly activities have been prolonged until the top of 2027. The message is evident: Malaysia welcomes investment in electric vehicles but prefers factories to imports.

Making electric mobility more cost-effective

Recognizing that affordability stays a serious issue, the federal government has introduced a brand new road tax framework from 2026 tailored specifically to electric vehicles.

Transport Minister Anthony Loke described the revised structure as an try to create a fairer and more practical system for electric vehicle owners. Under the brand new kilowatt-based formula, many mass-market electric vehicles now pay road taxes comparable to traditional gasoline-powered cars.

This approach reduces barriers for consumers while ensuring a proportionate contribution from ultra-high-performance luxury electric vehicles through higher tax brackets.

Combined with purchasing incentives and increasing competition amongst manufacturers, the reforms have helped increase consumer confidence in electric mobility.

Building the infrastructure of tomorrow

No EV transformation can succeed without charging infrastructure, which is why Malaysia has taken aggressive steps to expand its network.

One of essentially the most interesting facets of this transformation is the role of Gentari, Petronas’ clean energy subsidiary. A striking example of commercial evolution is the Malaysian national oil company, which is now helping to guide the event of the country’s electric vehicle charging ecosystem.

Fast charging stations have gotten more common along the north-south highway, reducing concerns about long-distance travel between major cities. At the identical time, Malaysia’s national energy transition roadmap leverages the country’s strong electronics sector, particularly in Penang, to develop expertise in electric vehicle components, charging systems and related technologies.

Challenges beyond the showroom

Despite encouraging economic growth, several challenges remain.

One of a very powerful problems is the used electric vehicle market. Early adopters who purchased premium electric models at high prices saw their value plummet as newer and cheaper vehicles entered the market.

Questions about battery health, long-term maintenance costs and recycling infrastructure also proceed to influence consumer perceptions. As the market matures, it would be obligatory to determine reliable standards for the evaluation and disposal of batteries.

Heading towards a competitive future

Malaysia’s adventure with electric vehicles is greater than just replacing petrol engines with batteries. This is a broader effort geared toward securing the long run of one in all the country’s most vital industries, while adapting to the rapidly changing global economy.

By combining industrial protection, strategic incentives, infrastructure investment and domestic innovation, Malaysia is charting a uniquely Malaysian path towards electrification. The road ahead may pose challenges, however the foundations are already being laid for a future where electric mobility supports not only environmental goals, but additionally national competitiveness and economic resilience.

As the transformation accelerates, Malaysia is demonstrating that success within the EV era will not be simply about adopting recent technology – it’s about ensuring that the advantages of this transformation are built and shared domestically.

In 2009, the National Assembly of Vietnam approved its first full nuclear energy program through resolution 41/2009/QH12.

The plan focused on two nuclear power plants in Ninh Thuan Province, each equipped with two reactors, for a complete of 4 units. Russia and Japan were identified as strategic partners, and for years the project was treated as a cornerstone of Vietnam’s long-term energy strategy.

Then in 2016, Vietnam made one in all the rarest decisions in nuclear policy, halting all the program before construction even began. No reactor was built, no concrete was poured. However, after seven years of planning, economic and institutional realities have modified.

Why Vietnam left in 2016

The decision to cancel was based on three fundamental concerns.

First, costs have skyrocketed. The estimated cost of electricity from the Ninh Thuan plant has doubled, from about 4 to eight US cents per kWh, while the full cost of the project has risen to about $18 billion.

Second, Vietnam’s public debt was approaching 65% of GDP, putting severe pressure on state funds and making large-scale nuclear borrowing politically difficult.

Third, Vietnam lacked institutional readiness to make use of nuclear energy. The country didn’t yet have enough trained engineers, safety inspectors, or a regulatory system compliant with International Atomic Energy Agency (IAEA) standards.

The National Assembly then stated that this system was too expensive and premature.

The project remained frozen for eight years.

Eight years later, the identical sites are back

In November 2024, the National Assembly of Vietnam adopted resolution 174/2024/QH15, formally resuming nuclear energy development at the exact same facilities in Ninh Thuan that were suspended in 2016.

By January 2025, the Prime Minister has established a special steering committee for construction. A month later, two state-owned corporations became investors: Vietnam Electricity (EVN) for the Ninh Thuan 1 power plant and PetroVietnam (PVN) for the Ninh Thuan 2 power plant.

In April 2025, the revised eighth Energy Development Plan included nuclear energy for the primary time.

By June 2025, a brand new law, the Atomic Law, was adopted almost unanimously, replacing the 2008 regulations and formally designating nuclear energy as a national strategic priority, effective from January 2026.

The problems that ended the primary program have now grow to be the premise for the second.

The network modified faster than the plan

Vietnam’s energy demand today is significantly different from 2016.

Electricity consumption is growing at a rate of around 10% per 12 months, and government forecasts now estimate that demand could reach 1,200 TWh by 2045, significantly higher than previous forecasts.

According to PwC, Vietnam will need 150 GW of installed generation capability by 2030 and 500 GW by 2050, up from about 80 GW today. Solar and wind capability have grown rapidly, but each are intermittent and weather-dependent.

Coal still provides about 45% of Vietnam’s electricity, making it the country’s fundamental baseload source. At the identical time, Vietnam has committed to achieving net zero emissions by 2050. This presents policymakers with a difficult equation, rising energy demand, carbon reduction targets and a grid that continues to require stable baseload generation.

The revised Energy Development Plan VIII includes nuclear energy as a part of this solution, assuming a capability of 4,000 to six,400 MW by 2035 and one other 8,000 MW by 2050.

Three countries, two plants, one date

Vietnam’s nuclear program is supported by many international partners. In March 2026, an intergovernmental agreement was signed with Russia for the development of Ninh Thuan 1 using two VVER-1200 reactors. The South Korean company KEPCO is involved in energy cooperation and worker training agreements with PVN.

During President Macron’s visit in May 2025, France committed to providing a preferential loan of EUR 500 million for initiatives related to renewable energy sources, hydrogen and nuclear energy. The Vietnam Atomic Energy Commission has also signed a technical information agreement with Atomic Energy of Canada Limited.

The total cost of this system is estimated at $22 billion. The goal commissioning of Ninh Thuan 1 is between 2031 and 2035, and Ninh Thuan 2 is anticipated to be operational between 2036 and 2040.

Land clearing in Ninh Thuan is currently underway, and Khanh Hoa Province has set a December 2026 deadline to arrange the land for construction.

Beneath Punggol, in northeastern Singapore, a five-kilometer network of metal pipes circulates chilled water to chill office buildings and classrooms above. In the identical area, Engie operates two district cooling systems that serve roughly 8,000 public housing units.

This technology, called district cooling, is 140 years old. It has now once more change into one in every of Singapore’s key solutions to coping with temperatures which might be rising twice as fast as the worldwide average.

Singapore has installed similar networks in a minimum of eight districts. The largest is the Marina Bay network, which is taken into account the world’s largest underground cooling system and has been operating since 2006.

The expansion comes as Singapore prepares for an unusually hot season on account of the Super El Niño phenomenon, while many countries, including Singapore, struggle with energy shortages resulting from the conflict between the United States and Iran.

How technology works and its origins

District cooling works on a comparatively easy principle. The water is cooled to around 7 degrees Celsius in large tanks containing refrigerants after which distributed to heat exchangers within the buildings.

The warm room air is cooled because it passes through the chilled water before being recirculated through the ventilation systems. The heated water is then pumped back to the central plant, where excess heat is released through cooling towers.

The first generation of refrigeration systems were installed in Denver, United States, in 1889, using ammonia or brine solution because the distribution fluid. According to research cited by Bloomberg, using water as a coolant didn’t come into use until the Sixties within the eastern United States and Europe.

The scale of Singapore’s district cooling network

The Marina Bay network, operated by SP Group, is awaiting further expansion. The capability of the corporate’s foremost network is planned to extend by 2,000 reefer tonnes (RT), reaching 75,000 reefer tonnes by 2027.

With the addition of two latest satellite power plants within the Central Mall areas – Central Square and Marina Square, the entire network capability is predicted to succeed in 90,000 RT.

At full capability, the system is predicted to scale back cooling energy consumption by as much as 20 percent, cost of ownership by as much as 15 percent and reduce carbon dioxide emissions by 25,000 tons per yr, the equivalent of taking 22,700 cars off the road.

In the general public housing sector, Tengah was the primary project to implement a district cooling system for residential buildings. From 2020, residents can subscribe to the service, which is managed by SP Group and Daikin.

The system provides energy savings of as much as 30 percent and life cycle cost reductions of as much as 20 percent compared to traditional air-con systems.

However, when the system became operational in 2023, some residents reported problems similar to water leaks and warm air being evacuated from their apartments.

In addition to SP Group, HDB has partnered with Keppel as district cooling operator for several other build-to-order (BTO) projects in Tengah. In April 2026, HDB awarded Keppel a brand new contract for nine additional projects, bringing the entire variety of households connected to the Keppel system to roughly 14,000 across 12 Tengah BTO projects.

Engie, which operates two district cooling systems in Punggol, estimates that the district cooling market in Singapore currently has a capability of around 323,000 RT and will double over the following decade. The company also sees an analogous potential for increasing production capability in Singapore, Malaysia and the Philippines.

Rising temperatures and future challenges

According to the Meteorological Service of Singapore (MSS), Singapore’s average surface temperature increased by 0.25 degrees Celsius per decade between 1948 and 2025. By comparison, the speed of worldwide warming between 1951 and 2012 was recorded at 0.12 degrees Celsius per decade, roughly half Singapore’s rate.

The Singapore government has declared 2026 because the Year of Climate Adaptation, and one in every of its key initiatives is a $40 million investment in heat-related research.

However, expanding refrigeration systems just isn’t without challenges. The technology is predicted to face increasing competition for water resources from other industries, especially as the worldwide boom in data centers consumes significant amounts of water.

In Johor, Malaysia, local authorities have temporarily suspended permitting for less water-efficient data center investments on account of concerns a few potential water crisis.

In Southeast Asia’s race toward electric mobility, much of the eye has focused on manufacturing giants comparable to Thailand, Indonesia and, increasingly, Vietnam. But quietly, on the northern coast of Borneo, Brunei Darussalam is creating a special sort of electric vehicle success story – one built not on factories and exports, but on adoption, sustainability and quality of life.

Brunei, with a population of around 460,000 and one in all the very best income levels within the region, could also be small, but its potential as an electrical vehicle-friendly country is attracting increasing attention.

Natural environment for electric vehicles

Brunei has several benefits that make electric mobility particularly practical. Unlike larger countries where drivers routinely travel tons of of kilometers between cities, most trips in Brunei are relatively short. For example, the journey from Bandar Seri Begawan to Kuala Belait will be accomplished in only a number of hours.

This compact location significantly reduces concerns about battery range, which is one of the vital common barriers to the uptake of electrical vehicles around the globe. For many Bruneian households, a completely charged vehicle can easily last for a number of days of commuting before needing to be recharged.

The country’s housing landscape is equally essential. Many homes have dedicated parking spaces, making charging at home overnight a convenient and cost-effective option for drivers.

Supporting a greener national vision

Brunei’s electric vehicle ambitions are a part of a broader commitment to environmental sustainability. As a part of its national climate change policy, the federal government has identified transport as one in all the important thing sectors for reducing greenhouse gas emissions and supporting a low-carbon future.

In recent years, public charging points have progressively appeared in strategic locations throughout the country. Although the network stays smaller than those in Singapore or Malaysia, the regular expansion demonstrates a growing commitment to supporting electric mobility.

Minister of Transport and Information Pengiran Dato Shamhary Pengiran Dato Mustapha stressed the importance of sustainable transport in achieving Brunei’s environmental goals, noting that cleaner mobility solutions are a vital element of the country’s long-term development strategy.

New players accelerating market development

Brunei’s electric vehicle market can be benefiting from the emergence of latest automotive brands. Chinese manufacturers comparable to BYD, MG, GWM and Denza have gained visibility amongst local consumers by offering modern technologies, competitive prices and vehicle models suited to family lifestyles.

This trend reflects developments in Southeast Asia, where Chinese automakers have grow to be the essential drivers of electrical vehicle adoption. In Brunei, SUVs and crossovers are particularly popular and fit perfectly into the product range available available on the market.

As consumer awareness increases, electric vehicles are increasingly perceived not only as environmentally friendly vehicles, but in addition as technologically advanced alternatives that provide comfort, efficiency and convenience.

The challenge of reasonably priced fuel

Despite these positive developments, Brunei faces unique challenges. As one in all Southeast Asia’s leading oil and gas producers, the country enjoys relatively reasonably priced fuel prices in comparison with many regional neighbors.

This reality limits one in all the strongest incentives to change to electric vehicles: fuel efficiency. As a result, purchasing decisions are sometimes less influenced by economic considerations and more by environmental awareness, technological innovation and the need to support national sustainability goals.

However, this challenge may also create a singular opportunity. If the recognition of electrical vehicles can proceed to grow, even in a low-cost fuel market, it could display the strength of consumer confidence in cleaner transportation technologies.

A distinct sort of success story

Brunei is unlikely to compete with Thai assembly plants or the Indonesian battery industry. Its journey will probably be measured in a different way – by easily becoming electric vehicles a component of on a regular basis life.

As charging infrastructure expands and public awareness increases, Brunei has the potential to grow to be one in all the leading producers of electrical vehicles in Southeast Asia on a per capita basis. For a nation known for stability, future planning and environmental stewardship, the transition to electric mobility is one other step towards a more sustainable future.

In the approaching years, Brunei’s journey into electric vehicles may prove that size isn’t a consider innovation. Sometimes essentially the most compelling success stories come from the smallest places, where ambition, practicality and vision come together to create meaningful change.

Vietnam recorded an economic growth of 8.02% in 2025, the best since 2011, and total exports reached $475 billion, a rise of 17% in comparison with the previous yr. Exports to the United States increased by up to twenty-eight%, to USD 153.2 billion, generating a record trade surplus with Washington of just about USD 134 billion (thrice greater than in 2018).

These numbers make Vietnam appear to be the right answer to a long-standing query: Who can replace China in the worldwide supply chain?

But the information behind them tells a more complex story. Vietnam didn’t develop by separating from China. Rather, it developed by becoming a part of a production chain that moved out of China.

Not a alternative, but an extension

Data from the Lowy Institute, which uses trade value-added data, show Vietnam’s position in the worldwide supply chain could be more accurately described as a complementary extension of China’s vast production network, quite than a competitor.

As Vietnam’s exports to the United States increased after 2018, imports from China increased in parallel. This pattern became much more visible in 2025. Vietnam’s imports from China increased by almost 30% in a single yr, reaching $186 billion.

Vietnam’s imports from China increased by almost 30% in a single yr, reaching $186 billion. Vietnam’s total imports consisted of 93.6 percent of production inputs: raw materials, components and machinery.

China supplies the components, Vietnam assembles them, and the finished products are then shipped to the United States and Europe. This is how this model works.

Importantly, this just isn’t a straightforward transhipment scheme. The Lowy Institute notes that Vietnam’s total imports increased by 19% in 2025, almost as much as its exports, which increased by 17%.

This pattern indicates that Vietnam’s share of domestic value added has not been diluted. Only the composition of import sources has modified: China has replaced South Korea, not Vietnam’s own contribution.

The industry depth behind Vietnam’s export boom

What separates Vietnam from being merely a diversionary conduit is the evidence of industrialization on the bottom.

The manufacturing sector’s GDP increased by 10 percent in 2025. Vietnam created 265,000 recent manufacturing jobs. Consumer electronics production grew by 21 percent, far outpacing the clothing and footwear sectors. Employees’ monthly remuneration increased by 6%.

Realized FDI reached USD 27.62 billion in 2025, the best level in five years, of which 82.8 percent absorbed the manufacturing and processing sectors. Investments didn’t come exclusively from China. South Korea, Taiwan and Japan have collectively invested about $7 billion annually in Vietnam over the past few years.

As a result, Nike produces greater than half of its footwear in Vietnam, Adidas sources almost 40 percent of its global production from the country, and Intel operates one among the most important chip assembly plants in Ho Chi Minh City with an investment of $1.5 billion. Foxconn, Apple’s predominant manufacturing partner, continues to expand its facilities in Bac Giang.

Success creates recent pressure

However, Vietnam’s rapidly growing trade surplus has also complicated its situation. The Trump administration imposed a 20 percent tariff on Vietnamese goods starting in August 2025, after previously threatening to impose a 46 percent tariff in April 2025.

One of the predominant reasons for the pressure was Washington’s suspicion that Vietnam was getting used as a conduit for Chinese goods to avoid higher tariffs. In response, the United States imposed a separate 40 percent tariff on goods suspected of passing through such arrangements.

These pressures have exposed a long-standing structural weakness: most multinational firms operating in Vietnam proceed to source their components from China, while Vietnam largely serves as the ultimate assembly point.

A 40% tariff enforcement mechanism has been in place since June 2026, but the factors remain unclear. There isn’t any official threshold for the way much Chinese content would lead to a product being classified as transhipment.

Companies are required to reveal significant transformation through detailed production documentation, but the precise standards haven’t yet been defined.

The challenge of moving up the worth chain

Vietnam is aware that this model has its limitations. In 2025, Secretary-General Tô Lâm openly warned that the country was “stuck at the bottom end of the worth chain” and required major structural reforms.

The government’s response is to enter the semiconductor industry, a sector long dominated by economies akin to Taiwan, South Korea and the United States.

In March 2025, Vietnam approved the development of its first $500 million wafer manufacturing plant, scheduled to start operations in 2030. It just isn’t a complicated chip foundry on the dimensions of TSMC, however it marks Vietnam’s entry into chip production quite than remaining solely in assembly.

That door opened wider after the Trump administration removed Vietnam from the U.S. export control list that previously included the country alongside China and Russia, limiting access to strategic technologies including advanced semiconductor manufacturing equipment.

Perhaps the world has found a substitute for “Made in China”. For now, nonetheless, this alternative still cannot function without China itself.