Barriers to widespread adoption of electric vehicles: An analysis of consumer attitudes and perceptions
TL;DR: In this paper, the authors identify potential socio-technical barriers to consumer adoption of EVs and determine if sustainability issues influence consumer decision to purchase an EV, and provide valuable insights into preferences and perceptions of technology enthusiasts; individuals highly connected to technology development and better equipped to sort out the many differences between EVs and CVs.
About: This article is published in Energy Policy.The article was published on 2012-09-01. It has received 1207 citations till now.
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TL;DR: In this article, the authors assess particulate matter emissions (PM10 and PM2.5) considering two EC adoption scenarios within a major metropolitan area in Canada-Greater Toronto and Hamilton Area (GTHA).
Abstract: The environmental benefits from electric cars (ECs) depend on several aspects, including source of electric energy generation, type of EC, and associated air pollutant emissions. For example, EC fleet (full ECs, no hybrid ECs) do not emit gaseous pollutants, but still emit a certain amount of particulate matter. Full ECs emit particulate matter through their non-exhaust sources, which includes wear and tear of tires and brakes. Often, non-exhaust particulate emissions are neglected by decision makers and environmental agencies. This may impact the development of effective environmental and public health policies. In this paper, we assess particulate matter emissions (PM10 and PM2.5) considering two EC adoption scenarios within a major metropolitan area in Canada-Greater Toronto and Hamilton Area (GTHA). In addition, we estimate potential human health risk for each scenario. Our results show that non-exhaust particle emissions (brake and tire) consist of mostly PM10. We estimate that for Scenarios 1 (10% of EC penetration) and 2 (100% of EC penetration), the respective emission reductions (exhaust + brake + tire) will be 37 and 94% for PM2.5, and 4 and 85% for PM10. Furthermore, compared to baseline, 10 and 100% EC adoption scenarios will reduce PM-related annual deaths by 37 and 87%, respectively. However, even considering the aggressive 100% EC adoption scenario, we will still have considerable PM10 and PM2.5 non-tailpipe emissions, i.e., ~ 743 and 189 kg day−1, respectively. If 100% EC adoption scenario is realized, each individual in the GTHA will inhale about 0.80 × 10−3 ppm day−1 (where 1 ppm indicates that 1 g inhaled per each ton emitted). Our results underline the importance of non-tailpipe emissions. Therefore, we suggest that environmental agencies must develop policies to account for and limit non-exhaust PM emissions, and the automotive industry must focus on reducing non-exhaust emissions from ECs.
8 citations
TL;DR: In this article, a behavioral intervention campaign was developed and assessed in a field experiment with carpool users (n = 10) in the city of St. Gallen in Switzerland.
Abstract: Electric mobility has an important role to play in the transition to a more sustainable transportation system. However, adoption is still relatively slow in most countries, also within organizations and their corporate fleets. Much cited hard barriers such as the limited availability of charging infrastructure do not fully explain this slow uptake. Consequently, the research field of social acceptance of electric mobility with a focus on acceptance related soft barriers has emerged. This paper adds new theoretical as well as practical insights to the debate. Methodologically, the paper is based on a multi-method approach. Firstly, an online survey with Swiss fleet managers (n = 30) supports the importance of acceptance related soft barriers. 63% of the participants assessed the lack of knowledge as an important barrier and the lack of demand from employees was considered an important barrier by 56% of the participants. Secondly, a behavioral intervention campaign to address those barriers was developed and assessed in a field experiment with carpool users (n = 10) in the city of St. Gallen. The behavioral intervention campaign consisted of a one-week trial period with EVs in the normal course of business life, free of charge, and without obligation. The results of the field experiment indicate that acceptance levels of both hard and soft barriers evolved positively from before (T0) to after (T1) the trial period. This suggests that designing a campaign to address acceptance related soft barriers might help increase social acceptance and the adoption of EVs in corporate fleets.
8 citations
Cites background from "Barriers to widespread adoption of ..."
..., display a lack of trust or knowledge) [46,47], or have low exposure to electric vehicles in the fleet around them (misperceptions about ease of usability) [48]....
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01 Jan 2018
TL;DR: The present chapter gives an overview of ergonomics research in this field with a focus on battery electric vehicles (BEVs), demonstrating the importance of a comprehensive understanding and support of user-resource interaction in order to realise the sustainability potential of EVs.
Abstract: Electric vehicles (EVs) can contribute to sustainable individual road transport. That is, they constitute one key element in the broader context of sustainable urban design, which also incorporates important further measures such as promoting public transport, cycling, and walking. However, for EVs to achieve an optimal sustainability effect, several human factors issues need to be addressed. The present chapter gives an overview of ergonomics research in this field with a focus on battery electric vehicles (BEVs). We focus on four core areas: (1) the acceptance of BEVs (e.g. perceived barriers, the effect of practical experience, range acceptance), (2) user interaction with BEV range (e.g. range comfort zone, range stress, or range anxiety), (3) users’ charging behaviour (e.g. interaction styles, green charging), and (4) ecodriving in EV usage (e.g. representation of energy flows, ecodriving control strategies). This overview demonstrates the importance of a comprehensive understanding and support of user-resource interaction in order to realise the sustainability potential of EVs.
8 citations
TL;DR: In this paper, the authors proposed a conceptual model that integrates the ruling factors of TPB, namely, subjective norms, perceived behavioral control, and attitude with two additional factors price and green benefits to assess the switching intention (SI) of Indian consumers from Bharat Stage 4 (BS4) to BS6 compliant vehicles using the theory of planned behavior.
8 citations
TL;DR: In this article, the authors conducted an online survey with N = 432 participants across Europe to understand mobility patterns and attitudes towards E-mobility to create sustainable transport solutions that will be broadly accepted.
Abstract: Personal transport is of high importance in our society and the 2020 pandemic situation has reinforced this situation. At the same time, transport contributes to local emissions, which need to be reduced in the face of climate change. Changing from vehicles with internal combustion engines to light electric vehicles could be one promising approach. Therefore, we need to understand mobility patterns and attitudes towards E-mobility to create sustainable transport solutions that will be broadly accepted. An online survey with N = 432 participants across Europe was conducted. The majority of respondents came from Germany, followed by Italy, Austria and Sweden. Generally, cars are the main vehicle for personal transport. PTWs are used for commuting as well as leisure activity. Driving experience, easier parking and lower maintenance compared to cars are major reasons to choose a PTW. No differences between younger and elderly participants were observed. E-PTWs are primarily avoided due to high costs, range anxiety and expected problems with the charging infrastructure. To support sustainable mobility, these obstacles need to be overcome. One aspect is definitely the provision of better charging infrastructure or electric vehicles with increased range. Hence, given typical trip lengths and purposes, it might seem equally important to tackle prejudices and increase the knowledge about E-mobility with all its potential benefits in the population.
8 citations
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TL;DR: Ajzen, 1985, 1987, this article reviewed the theory of planned behavior and some unresolved issues and concluded that the theory is well supported by empirical evidence and that intention to perform behaviors of different kinds can be predicted with high accuracy from attitudes toward the behavior, subjective norms, and perceived behavioral control; and these intentions, together with perceptions of behavioral control, account for considerable variance in actual behavior.
65,095 citations
TL;DR: In this paper, the authors report results of two questionnaire studies aimed at examining various motives for car use, and investigate individual differences in the relative importance of the three categories of motives were investigated.
Abstract: This paper reports results of two questionnaire studies aimed at examining various motives for car use. In the first study, a random selection of 185 respondents who possess a driving licence were interviewed. Respondents were recruited from the cities of Groningen and Rotterdam, The Netherlands. The sample of the second study comprised a random selection of 113 commuters who regularly travelled during rush hours in and around Rotterdam, a region in the west of the Netherlands. First, it was examined which categories of car use motives may be distinguished. As proposed by Dittmar’s (1992) [The social psychology of material possessions: to have is to be. Havester Wheatsheaf, Hemel Hempstead, UK; St. Martin’s Press, New York] model on the meaning of material possessions, results from both studies revealed that car use not only fulfils instrumental functions, but also important symbolic and affective functions. Second, it was studied to what extent these different motives are related to the level of car use. From the results of study 2, it appeared that commuter car use was most strongly related to symbolic and affective motives, and not to instrumental motives. Third, individual differences in the relative importance of the three categories of motives were investigated. In both studies, most group differences were found in the evaluation of the symbolic and affective motives (and not the instrumental ones). Especially frequent drivers, respondents with a positive car attitude, male and younger respondents valued these non-instrumental motives for car use. These results suggest that policy makers should not exclusively focus on instrumental motives for car use, but they should consider the many social and affective motives as well.
1,064 citations
TL;DR: In this paper, the relative efficacy of state sales tax waivers, income tax credits and non-tax incentives for hybrid-electric vehicle adoption in the United States has been studied and shown that the type of tax incentive offered is as important as the value of the tax incentive.
Abstract: Federal, state and local governments use a variety of incentives to induce consumer adoption of hybrid-electric vehicles. We study the relative efficacy of state sales tax waivers, income tax credits and non-tax incentives and find that the type of tax incentive offered is as important as the value of the tax incentive. Conditional on value, we find that sales tax waivers are associated a seven-fold greater increase in hybrid sales than income tax credits. In addition, we estimate the extent to which consumer adoption of hybrid-electric vehicles (HEV) in the United States from 2000-2006 can be attributed to government incentives, changing gasoline prices, or consumer preferences for environmental quality or energy security. After controlling for model specific state and time trends, we find that rising gasoline prices are associated with higher hybrid sales, although the effect operates entirely through sales of the hybrid models with the highest fuel economy. In total, we find that tax incentives, rising gasoline prices and social preferences are associated with 6, 27 and 36 percent of high economy hybrid sales from 2000-2006.
595 citations
TL;DR: In this article, the authors explore both the promise and the possible pitfalls of the plug-in hybrid electric vehicles (PHEV) and vehicle-to-grid (V2G) concept, focusing first on its definition and then on its technical state-of-the-art.
551 citations
TL;DR: In this article, a full year of high-resolution driving data from 484 instrumented gasoline vehicles in the US is used to analyze daily driving patterns, and from those infer the range requirements of electric vehicles (EVs).
Abstract: One full year of high-resolution driving data from 484 instrumented gasoline vehicles in the US is used to analyze daily driving patterns, and from those infer the range requirements of electric vehicles (EVs). We conservatively assume that EV drivers would not change their current gasoline-fueled driving patterns and that they would charge only once daily, typically at home overnight. Next, the market is segmented into those drivers for whom a limited-range vehicle would meet every day’s range need, and those who could meet their daily range need only if they make adaptations on some days. Adaptations, for example, could mean they have to either recharge during the day, borrow a liquid-fueled vehicle, or save some errands for the subsequent day. From this analysis, with the stated assumptions, we infer the potential market share for limited-range vehicles. For example, we find that 9% of the vehicles in the sample never exceeded 100 miles in one day, and 21% never exceeded 150 miles in one day. These drivers presumably could substitute a limited-range vehicle, like electric vehicles now on the market, for their current gasoline vehicle without any adaptation in their driving at all. For drivers who are willing to make adaptations on 2 days a year, the same 100 mile range EV would meet the needs of 17% of drivers, and if they are willing to adapt every other month (six times a year), it would work for 32% of drivers. Thus, it appears that even modest electric vehicles with today’s limited battery range, if marketed correctly to segments with appropriate driving behavior, comprise a large enough market for substantial vehicle sales. An additional analysis examines driving versus parking by time of day. On the average weekday at 5 pm, only 15% of the vehicles in the sample are on the road; at no time during the year are fewer than 75% of vehicles parked. Also, because the return trip home is widely spread in time, even if all cars plug in and begin charging immediately when they arrive home and park, the increased demand on the electric system is less problematic than prior analyses have suggested.
541 citations