Electric mobility has emerged as a key initiative for the policymakers and the governments to mitigate the carbon footprint of the transportation sector. However, the adoption of electric vehicles (EVs) is slow, primarily due to the scarcity of adequate charging facilities. The intriguing factor in terms of developing charging infrastructure is related to which entity should invest in developing the same. Herein, we study a vehicle supply chain and formulated four different modes of developing charging infrastructures for EVs when: (a) EV manufacturer invests in setting up the charging infrastructure with a government subsidy to EV consumers, namely the Model M, (b) EV manufacturer invests in setting up the charging infrastructure, namely the Model R (c) Government invests in setting up charging infrastructure and also provides a subsidy to EV consumers, namely the Model MG, and (d) Government invests in setting up the charging infrastructure, namely the Model G. Our findings show that the Model MG and M are equally effective for generating the maximum EV demand and market share, thereby require maximum effort for developing the charging infrastructure. Further, social welfare is also maximum in these two cases, which is counterintuitive because government support is more in the Model MG as compared to the Model M. Hence, under a limited budget constraint, the government can provide direct subsidy to EV consumers and let EV manufacturer invests in charging infrastructure to maximize social welfare. Further, the Model MG and M have a lower overall environmental impact when GV's environmental impact is higher than a threshold. Additionally, we provide multifaceted policy recommendations for the government, along with manufacturer strategic choices under different scenarios.

电动交通已成为政策制定者和政府减轻交通运输部门碳足迹的一项重要举措。但是，电动汽车（EV）的采用速度很慢，这主要是由于缺乏足够的充电设施所致。开发收费基础设施的有趣因素与哪个实体应投资以开发收费基础设施有关。在此，我们研究车辆供应链，并在以下情况下制定了四种不同的电动汽车充电基础设施开发模式：（a）电动汽车制造商投资建立了由政府向电动汽车消费者提供补贴的充电基础设施，即M型，（b）电动汽车制造商投资建立充电基础设施，R型政府（c）投资建立充电基础设施，并向电动汽车消费者提供补贴，即MG型；（d）政府投资建立充电基础设施，即G型。 MG型和M型在产生最大的电动汽车需求和市场份额方面同样有效，因此在开发充电基础设施方面需要付出最大的努力。此外，这两种情况下的社会福利也最大，这与直觉相反，因为与M型相比，MG型中政府的支持更多。因此，在预算有限的情况下，政府可以向电动汽车消费者提供直接补贴，并让电动汽车制造商投资于充电基础设施，以最大程度地提高社会福利。进一步，当GV的环境影响高于阈值时，MG和M型对环境的总体影响较小。此外，我们为政府提供了多方面的政策建议，以及不同情况下的制造商战略选择。