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: A spatial model function is developed, which consists of parameters and weights for estimating the suitability of each urban road link that will allow the establishment of EV charging points, which shows that the key location selection factors are: transport hubs, marked or controlled parking spaces, and points of interest.
Abstract: Shifting from a fossil-fueled to an eco-friendly vehicle fleet in cities could pave the way towards a more sustainable future. Electric Vehicles (EVs) should thus be prioritized, so that they could replace conventional vehicles gradually. In this context, an EV-accommodating infrastructure, which ensures the functionality of the entire system, is essential. This study aims to develop a methodological framework to identify suitable locations for the deployment of EV charging points in urban environments. To meet this objective, we acquired a mixed method approach including a systematic literature review, 12 semistructured stakeholder interviews which were thematically analyzed, and an Analytical Hierarchy Process (AHP). The outcome is a spatial model function, which consists of parameters and weights for estimating the suitability of each urban road link that will allow the establishment of EV charging points. Results show that the key location selection factors are: transport hubs, marked or controlled parking spaces, and points of interest. The less significant factor is public services. Therefore, there is a preference, in stakeholder level, for transport features over the land use ones (69% over 31%). Although this research is conducted in Greece, we intend to suggest methods and generate valuable findings that may be valid and generalizable for a more global context.
30 citations
Cites background from "Barriers to widespread adoption of ..."
...Tellingly, modest public charging opportunities seem to be preferred over the development of longer-range vehicle capabilities [19,54]....
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TL;DR: In this paper, the authors predict how drivers of petrol or diesel cars might vote in a 'No' or 'Yes' referendum concerning the UK government's decision to ban from 2040 onwards the sale of all new non-electric vehicles.
Abstract: The purpose of the study was to predict how drivers of petrol or diesel cars might vote in a ‘Yes/No’ referendum concerning the UK government’s decision to ban from 2040 onwards the sale of all new non-electric vehicles. Five main factors were hypothesised to influence voting intention: a person’s (i) level of environmental concern, (ii) attitude towards electric cars (measured via an Implicit Association Test), (iii) belief about the importance of air pollution, (iv) driving requirements, and (v) reaction to the cost of the ban to the individual (assessed using a contingency valuation approach). The study also examined possible determinants of attitudes to electric vehicles, e.g., whether an individual was a ‘technology enthusiast’, had prior knowledge of and searched for knowledge about electric vehicles, and whether a person had played an online game where the player assumed the identity of an electric car driver. A structural equation model was developed and tested on a sample of 675 UK drivers, none of whom had ever owned or driven an electric car. The results suggested a good fit of the model to the data, except that neither environmental concern nor belief in the importance of clean air affected attitude to electric cars. Also, high levels of environmental concern did not motivate people to search for knowledge about electric vehicles. Social marketing campaigns that will be needed to precede the ban should focus on its health benefits, and not target particular age groups, gender, or whether a participant had children.
30 citations
TL;DR: In this article, a risk-integrated thermal energy hub is developed to evaluate the risk of thermal building retrofits and the impact of various political instruments such as emission taxes, subsidies, and energy efficiency insurances on investment decisions of homeowners.
30 citations
TL;DR: In this article, a comparative analysis of forecasting scenarios until 2035 for various inputs of electric cars in the whole state fleet is presented, aiming to verify the susceptibility of the model suggested, upon the introduction of electric vehicles, taking into account also the electrical and environmental impacts related to it.
30 citations
TL;DR: The transformation from conventional vehicles to electric vehicles is underway, but its timeline is still uncertain this article, but intensive battery research and development is proceeding that should alter market forces and make electric vehicles more attractive to segments of the population not now in the market for an electric vehicle.
Abstract: The transformation from conventional vehicles to electric vehicles is underway, but its timeline is still uncertain. The battle against climate change provides the essential backdrop, leading governments to encourage this transformation by providing both consumer incentives to purchase electric vehicles and by establishing regulations requiring automakers to produce them. Behind this prodding are a set of fundamental forces that both encourage and discourage consumer interest, as set forth in the text. Fortunately, intensive battery research and development is proceeding that should alter market forces and make electric vehicles more attractive to segments of the population not now in the market for an electric vehicle. Hence, even if the timeline for battery improvement cannot be predicted with certainty, continued government support, and upstart automakers, such as Tesla, should ensure that the transformation will proceed over time.
30 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