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 antecedents of Malaysians purchase intention of hybrid vehicles through the integration of the Norm Activation Model (NAM) and the Theory of Planned Behavior (TPB).
96 citations
TL;DR: In this article, the authors provide a comprehensive and current review of concepts, recently published studies, and demonstration projects/deployments of V2X technology from around the world.
Abstract: Vehicle-to-Anything, or V2X, is a term which references technologies that use the energy in the batteries of plug-in electric vehicles (PEVs) for any purpose outside the vehicle. The purpose of this document is to provide a comprehensive and current review of concepts, recently published studies, and demonstration projects/deployments of V2X technology from around the world. While the focus will be kept on recently published studies and current technological developments, some historical perspective and important project reports from earlier periods of V2X development will be included for context. The report is broken down into sections focusing on different classes of V2X service: services to overall regional grid stability and reliability (V2G); reliability and backup energy supply services to individual homes or buildings (V2H); and studies focusing on services to commercial buildings generally inapplicable to residential houses (V2B). Attention will be paid to the operational strategy of the reviewed articles, which reflect a broad spectrum of optimization approaches and objectives.
95 citations
TL;DR: In this article, the authors analyse the probability of daily driving above a fixed threshold for conventional cars in current Swedish and German car driving data and find second cars in multi-car households to require less adaptation and to be better suited for BEV adoption compared to first cars in multicar households as well as to cars in single car households.
Abstract: Battery electric vehicles (BEVs) could reduce CO2 emissions from the transport sector but their limited electric driving range diminishes their utility to users. The effect of the limited driving range can be reduced in multi-car households where users could choose between a BEV and a conventional car for long-distance travel. However, to what extent the driving patterns of different cars in a multi-car household’s suit the characteristics of a BEV needs further analysis. In this paper we analyse the probability of daily driving above a fixed threshold for conventional cars in current Swedish and German car driving data. We find second cars in multi-car households to require less adaptation and to be better suited for BEV adoption compared to first cars in multi-car households as well as to cars in single-car households. Specifically, the share of second cars that could fulfil all their driving is 20 percentage points higher compared to first cars and cars from single-car households. This result is stable against variation of driving range and of the tolerated number of days requiring adaptation. Furthermore, the range needed to cover all driving needs for about 70% of the vehicles is only 220 km for second cars compared to 390 km for the average car. We can further confirm that second cars have higher market viability from a total cost of ownership perspective. Here, the second cars achieve a 10 percentage points higher market share compared to first cars, and to cars in single-car households for Swedish economic conditions, while for Germany the corresponding figure is 2 percentage points. Our results are important for understanding the market viability of current and near-future BEVs.
95 citations
TL;DR: In this paper, the saliency of social-psychological factors in explaining why drivers purchase (or fail to purchase) New Energy Vehicles (NEVs) in China was investigated by measuring six dimensions (including attitudes, subjective norms, perceived behavioral control, personal norms, low-carbon awareness and policy).
Abstract: This paper investigates the salience of social-psychological factors in explaining why drivers purchase (or fail to purchase) New Energy Vehicles (NEVs)—including hybrid electric vehicles, battery electric vehicles, and fuel cell electric vehicles—in China. A questionnaire measuring six dimensions (including attitudes, subjective norms, perceived behavioral control, personal norms, low-carbon awareness and policy) was distributed in Tianjin, where aggressive policy incentives for NEVs exist yet adoption rates remain low. Correlation analysis and hierarchical multiple regression analyses are applied data collected through 811 valid questionnaires. We present three main findings. First, there is an “awareness-behavior gap” whereby low-carbon awareness has a slight moderating effect on purchasing behavior via psychological factors. Second, subjective norms has a stronger influence on intention to purchase New Energy Vehicles than other social-psychological factors. Third, acceptability of government policies has positive significant impact on adoption of New Energy Vehicles, which can provide reference potential template for other countries whose market for New Energy Vehicles is also in an early stage.
94 citations
Cites background from "Barriers to widespread adoption of ..."
...Better understanding these cognitive and emotional factors can enable marketing 590 specialists and policymakers to calibrate their ongoing research, demonstration, 591 outreach, and regulatory activities and to take more effective motivational measures 592 throughout China (Egbue and Long, 2012)....
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...Egbue and Long (2012) have found 212 that other values such as mobility or luxury can trump environmental values centered 213 on climate change....
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...Also, we argue that symbols and 81 notions of self-identity that emerge from low-carbon awareness can also considerably 82 influence pro-environmental behavior such as purchasing NEVs or favoring mass 83 transit (Skippon and Garwood, 2011; Egbue and Long, 2012; Lane and Potter, 2007; 84 Carley et al., 2013; Krupa et al., 2014; Nielsen et al., 2015; Geels et al. 2018)....
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...…from low-carbon awareness can also considerably 82 influence pro-environmental behavior such as purchasing NEVs or favoring mass 83 transit (Skippon and Garwood, 2011; Egbue and Long, 2012; Lane and Potter, 2007; 84 Carley et al., 2013; Krupa et al., 2014; Nielsen et al., 2015; Geels et al. 2018)....
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...…understanding these cognitive and emotional factors can enable marketing 590 specialists and policymakers to calibrate their ongoing research, demonstration, 591 outreach, and regulatory activities and to take more effective motivational measures 592 throughout China (Egbue and Long, 2012)....
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TL;DR: In this paper, the authors conducted 227 semi-structured interviews with transportation and electricity experts from over 200 institutions across the Nordic region and found that there is an extensive range of benefits for both EVs and V2G.
94 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