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 paper, a review of 211 peer-reviewed research articles published between 2009 and 2019 covering the main categories consumer intentions (e.g., adoption intention, purchase intention, behavioural intention, and usage intention) were selected.
Abstract: The deployment of electric vehicles (EVs) may mitigate major issues such as environmental pollution and dependence on oil. However, the current market penetration of EV is still at the nascent stage despite many governments employing dynamic advertising policies. This paper empirically investigates the factors influencing a consumer’s intention to adopt an EV. A total of 211 peer-reviewed research articles published between 2009 and 2019 covering the main categories consumer intentions – adoption intention, purchase intention, behavioural intention, and usage intention, – were selected. This study categorises influential factors, into four main types, namely demographic, situational, contextual, and psychological. A comprehensive overview of the theoretical perspectives was also developed to understand adoption behaviour and a consumer’s intentions towards EVs. The findings provide the most common research methodology employed for testing, analysing and comparing the relations among EV factors. A simple meta-analysis shows that the trend of studies on the influencing factors for adopting EVs has increased significantly over the past decade. Finally, this review study has managerial implications and shows future directions for EV researchers and practitioners that may help governments and the automobile industry to increase the usage share of EVs.
104 citations
TL;DR: The authors identify gain, normative and hedonic factors as three categories of motivations of consumer proenvironmental behavior, however, empirical understanding of how these motiva can be explained is limited.
Abstract: Recent conceptual studies identify gain, normative and hedonic factors as three categories of motivations of consumer proenvironmental behavior. However, empirical understanding of how these motiva ...
103 citations
Cites background from "Barriers to widespread adoption of ..."
...Consumer attitude toward behavior, i.e., the perceived sum of positive and negative possible consequences of adopting a product, or gain motivations, is a predictor of intention (Moons & De Pelsmacker, 2012; Egbue & Long, 2012; Bamberg et al., 2015)....
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...%) than females (10%), which is common in studies on cars (Egbue & Long, 2012; Olson, 2013)....
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TL;DR: In this paper, the authors rank the importance of these incentives, however existing research shows that they all can have a positive impact on plug-in electric vehicle adoption, and they also include disincentives such as gasoline tax or annual vehicle taxes.
Abstract: The market introduction of plug-in electric vehicles (PEVs) is being partially driven by policy interventions. One type of intervention is reoccurring and non-financial incentives, these differ from financial purchase incentives which are a one-time financial incentive associated with the purchase of a PEV. Reoccurring and non-financial incentives include special lane access for PEVs (e.g. HOV/carpool lanes, bus lanes), parking incentives, charging infrastructure development, road toll fee waivers, and licensing incentives. They also include disincentives such as gasoline tax or annual vehicle taxes. The impact of these incentives differs between regions partially due to differences in traffic conditions, travel patterns, consumer preferences, and other local variations. Due to these differences, it is challenging to rank the importance of these incentives, however existing research shows that they all can have a positive impact on PEV adoption. Policymakers wishing to promote the introduction of PEVs will need to consider local travel patterns, the regulatory environment, and consumer preferences to determine the most viable policy interventions for their region.
103 citations
TL;DR: In this paper, the authors used an extended TPB model to predict adoption intention of customers towards the purchase of electric vehicles in India, and found that attitude, subjective norm, perceived behavioural control, moral norm, and environmental concern have a positive relation with adoption intention.
Abstract: Being a major energy consumer, India is under intense pressure to reduce its energy requirements and greenhouse emissions. Electric vehicles (EVs), a sustainable form of automobile transportation, can reduce the country’s dependence on gasoline while greatly reducing its carbon footprints. The study uses an extended TPB model in order to predict adoption intention of 326 customers towards the purchase of EVs. The sample respondents have been taken from 57 dealerships of five different automobile companies. The empirical analysis of the study shows that attitude, subjective norm, perceived behavioural control, moral norm, and environmental concern have a positive relation with adoption intention of buyers. The findings of study also suggest that extended TPB model is appropriate in predicting the adoption intention of the customers towards the EVs. Based on the results, the study discusses the implications for EVs adoption in India and also provides suggestions for future research.
103 citations
TL;DR: In this article, a web survey was conducted among 1421 owners of a new internal combustion engine car and 372 new battery electric car owners in Norway, and the results of subsequent structural equation modelling show that intention to buy a fuel-efficient car, brand loyalty, number of cars and driver's license holders in the household, household size, and household income had significant direct effects on choosing a more fuelefficient car.
102 citations
References
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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