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.
Citations
More filters
TL;DR: In this article, the authors proposed a real-time solution using a moving horizon optimization technique to mitigate distribution line overloading due to vehicle charging using both day-ahead (static) and realtime (dynamic) frameworks, using continuous and discrete charging rates.
Abstract: Electric vehicles are an integral component of an environmentally sustainable and resilient infrastructure. Successful penetration of electric vehicles requires close coupling between the customers and load serving entities, adaptive energy markets, and technological advancements. In this paper, distribution line over-loading due to vehicle charging has been mitigated using both day-ahead (static) and real-time (dynamic) frameworks, using continuous and discrete charging rates. The proposed solution focuses on valley filling (system perspective) and charging cost reduction (customer perspective). The real-time solution was achieved using a moving horizon optimization technique. In addition to providing charging coordination, the impacts of two different pricing structures were analyzed to ascertain the customer's individual cost optima with respect to the system optima. The results presented strongly indicate that a global pricing structure will not be optimal for all consumers due to their diverse driving habits.
66 citations
TL;DR: In this paper, the authors surveyed a representative sample of Belgian consumers, using choice-based conjoint experiments, and analyzed their preferences structures to explore to which extent consumers are willing to adopt last mile options that are more sustainable.
Abstract: Currently, it is unclear how omnichannel retailers can create a last mile offer that is both attractive and sustainable from an economic and environmental point of view. The purpose of this paper is to explore to which extent consumers are willing to adopt last mile options that are more sustainable and how these options should be composed to remain attractive.,To this end, the authors surveyed a representative sample of Belgian consumers, using choice-based conjoint experiments, and analysed their preferences structures.,Consumers’ preference goes out to free, next day delivery to an address of choice, on regular office hours during the week. However, when free delivery and return are offered, consumers are willing to collect their orders themselves or wait longer for their orders to arrive.,The research findings are important for retailers that (plan to) operate an omnichannel model. For omnichannel retailers with a dense store network, the results indicate that consumers accept their store network as pick-up and return locations, allowing retailers to create a more efficient and sustainable supply chain in which their online and offline activities can be combined.,The research findings contribute to current literature and practice by combining “planet” and “profit” components of sustainability in last mile transport and applying it in the novel omnichannel environment.
66 citations
TL;DR: In this article, the authors investigated automotive early adopter attitudes toward FCVs by performing interviews with high-end BEV owners and found that consumers do desire the range of a FCV and there is also consumer demand for FCVs ability to provide emergency back-up power.
Abstract: Fuel Cell Vehicles (FCVs) are now approaching wider spread consumer adoption, with some of the largest OEMs having released or about to release commercial products. However, research into consumer perceptions of FCVs has been extremely limited to date. This paper investigates automotive early adopter attitudes toward FCVs by performing interviews with high-end BEV owners. This sample was chosen as based on a preceding study it was expected that these adopters would have a greater level of awareness and knowledge of FCVs compared to the general population. It was expected that this would lead to more insightful results. In this study 5 consumer barriers to FCV adoption emerge. These are; the lack of hydrogen infrastructure, the source of hydrogen, the inability of FCVs to be recharged from home, cost issues and also concerns about hydrogen safety. This paper goes on to make recommendations on how to solve these consumer barriers stating that; hydrogen infrastructure needs to be pre-developed, hydrogen should be sustainably generated, FCVs should have the ability to be partially charged at home, hydrogen fuel will need to be subsidised in the early market, vehicles need to be positioned in the correct markets, and safety concerns can be mitigated partly through education and outreach. Finally this paper finds that consumers do desire the range of a FCV and there is also consumer demand for FCVs ability to provide emergency back-up power.
66 citations
TL;DR: In this article, the authors analyzed adopters and non-adopters of alternative fuel vehicles (AFVs) using diffusion of innovation theory and the established notion that the social system and interpersonal influence play important roles in adoption based on a nationwide database of car owners.
Abstract: During the last years, many governments have set targets for increasing the share of biofuels in the transportation sector Understanding consumer behavior is essential in designing policies that efficiently increase the uptake of cleaner technologies In this paper we analyze adopters and non-adopters of alternative fuel vehicles (AFVs) We use diffusion of innovation theory and the established notion that the social system and interpersonal influence play important roles in adoption Based on a nationwide database of car owners we analyze interpersonal influence on adoption from three social domains: neighbors, family and coworkers The results point primarily at a neighbor effect in that AFV adoption is more likely if neighbors also have adopted The results also point at significant effects of interpersonal influence from coworkers and family members but these effects weaken or disappear when income, education level, marriage, age, gender and green party votes are controlled for The results extend the diffusion of innovation and AFV literature with empirical support for interpersonal influence based on objective data where response bias is not a factor Implications for further research, environmental and transport policy, and practitioners are discussed
66 citations
01 Jan 2016
TL;DR: In this article, the authors analyzed the energy consumption rate (ECR) and driving range (DR) of battery electric vehicles and provided insight into the factors that affect their energy consumption by harnessing big data from real-world driving.
Abstract: Analyzing the factors that affect the energy efficiency of vehicles is crucial to the overall improvement of the environmental efficiency of the transport sector, one of the top polluting sectors at the global level. This study analyzes the energy consumption rate (ECR) and driving range (DR) of battery electric vehicles (BEVs) and provides insight into the factors that affect their energy consumption by harnessing big data from real-world driving. The analysis relied on four data sources: (i) driving patterns collected from 741 drivers over a two-year period; (ii) drivers’ characteristics; (iii) road type; (iv) weather conditions. The results of the analysis measure the mean ECR of BEVs at 0.183 kWh/km, underline a 34% increase in ECR and a 25% decrease in DR in the winter with respect to the summer, and suggest the electricity tariff for BEVs to be cost efficient with respect to conventional ones. Moreover, the results of the analysis show that driving speed, acceleration and temperature have non-linear effects on the ECR, while season and precipitation level have a strong linear effect. The econometric model of the ECR of BEVs suggests that the optimal driving speed is between 45 and 56 km/h and the ideal temperature from an energy efficiency perspective is 14 °C. Clearly, the performance of BEVs highly depends on the driving environment, the driving patterns, and the weather conditions, and the findings from this study enlighten the consumers to be more informed and manufacturers to be more aware of the actual utilization of BEVs.
65 citations
References
More filters
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