Economic Measures to Develop Charging Infrastructure, Reduce Taxes, and Promote Clean Transport in Kazakhstan

Introduction. Despite the remarkable expansion of the electric vehicle (EV) market in Kazakhstan – a 40‑fold increase in fleet size over the 2022–2025 period – the sector remains encumbered by persistent infrastructural deficits, pronounced interregional disparities, and fiscal policy uncertainty, thereby necessitating a systematic ex‑ante and ex‑post evaluation of the economic instruments currently deployed and under consideration. The present study was oriented toward assessing the effectiveness of extant and prospective economic measures pertaining to charging infrastructure development, fiscal incentivization, and clean transport promotion within the specific institutional context of Kazakhstan. Materials and Methods. A mixed‑methods research design was operationalized, integrating quantitative interrogation of secondary statistical data (Bureau of National Statistics of the Republic of Kazakhstan, State Revenue Committee, Ministry of Transport) over the 2022–2026 temporal horizon with a systematic review of 14 peer‑reviewed scholarly outputs sourced from Scopus, Web of Science, and Springer (2015–2026), complemented by a comparative benchmarking analysis against reference indicators from China, the European Union, and the United States. Results. The empirical findings reveal that Kazakhstan’s EV‑to‑charging‑station ratio stands at 30:1, substantially deviating from the internationally recognized benchmark of 10:1. Moreover, 63% of the national EV fleet and 81% of charging infrastructure are concentrated within a single metropolitan area – Almaty – thereby corroborating the concept of “geographical‑economic boundaries” previously documented in the Indonesian and Jamaican markets. The scheduled discontinuation of fiscal incentives effective January 2026, entailing an incremental tax burden of 16–31%, portends a material deceleration in market growth, a risk magnitude commensurate with effects documented in Canadian and Australian policy contexts. Conclusion. The scientific novelty of this study resides in its contextualization of the Kazakhstani EV market within its distinctive institutional architecture – namely, membership in the Eurasian Economic Union (EAEU) and the World Trade Organization (WTO) – which collectively engender a unique configuration of incentives and constraints. The practical import of the findings consists in the substantiation of policy recommendations advocating the extension of fiscal incentives, the introduction of differentiated regional subsidies, and the operationalization of public‑private partnership mechanisms as instrumental means for attaining the national target of 120,000 EVs by 2030.