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Journal ArticleDOI

Barriers to widespread adoption of electric vehicles: An analysis of consumer attitudes and perceptions

01 Sep 2012-Energy Policy (Elsevier)-Vol. 48, pp 717-729
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
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Journal ArticleDOI
TL;DR: In this article , the authors study whether public charging infrastructure drives battery electric vehicle adoption and find, on average, an increase of the local electric vehicle ownership rate by 1.5 percentage points or 200% over 5 years.

27 citations

Journal ArticleDOI
TL;DR: In this paper, the authors investigated the impact of various built environment and demographic attributes, including land use balance, employment density, population density, median age, gender, race, education, household size, and income.
Abstract: Policymakers, transport planners, automobile manufacturers, and others are interested in the factors that affect adoption rates of electric vehicles and other fuel-efficient vehicles. With tract-level data from the 2010 census and registered vehicle counts from Texas counties in 2010, this study investigated the impact of various built environment and demographic attributes, including land use balance, employment density, population density, median age, gender, race, education, household size, and income. Spatial autocorrelation (across census tracts) in unobserved components of vehicle counts by tract and cross-response correlation (both spatial and local–aspatial in nature) was allowed for by the estimation of models of ownership levels (vehicle counts by vehicle type and fuel economy level) with bivariate and trivariate Poisson–lognormal conditional autoregressive models. The presence of high spatial autocorrelations and local cross-response correlations was consistent in all models across all counties...

27 citations


Cites background from "Barriers to widespread adoption of ..."

  • ...Well-educated individuals know more about environmental issues and new technologies; owning a vehicle that is less environmentally damaging may allay some of their concerns about the environment (9, 28)....

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Journal ArticleDOI
TL;DR: In this paper, a framework is proposed for minimizing the societal cost of replacing gas-powered household passenger cars with battery electric ones (BEVs), which consists of operational costs of heterogeneous driving patterns' cars, government investments for charging deployment, and monetized environmental externalities.

27 citations


Cites background from "Barriers to widespread adoption of ..."

  • ...Note that public charging is considered a crucial factor for BEV adoption decisions (e.g., Lieven, 2015; Carley, Krause, Lane, & Graham, 2013; Egbue & Long, 2012)....

    [...]

  • ...Range-anxiety is identified as a major deterrent in BEV adoption e.g., Carley et al. (2013) and Egbue & Long (2012)....

    [...]

Journal ArticleDOI
TL;DR: In this paper, the authors used configurational theory to develop a research framework by integrating three psychological attributes (i.e., attitude, subjective norms, and perceived behavioral control) and four policy attributes (e.g., purchase subsidies, license plate control, preferential usage, and preferential driving).
Abstract: Understanding the driving factors associated with electric vehicle (EV) purchases is a prerequisite for governments and firms to develop corresponding policy interventions and marketing strategies. However, prior studies primarily focus on the individual role of psychological and policy attributes, and there has been limited research on how the combinations or configurations of psychological and policy attributes jointly influence consumers’ EV purchase intentions. To fill this gap, we draw on the configurational theory to develop a research framework by integrating three psychological attributes (i.e., attitude, subjective norms, and perceived behavioral control) and four policy attributes (i.e., purchase subsidies, license plate control, preferential usage, and preferential driving). We build a paired dataset with both qualitative and quantitative data. Using the fuzzy-set qualitative comparative analysis (fsQCA) approach, the empirical results from China reveal that configurations of attributes that lead to high EV purchase intention always include at least one psychological attribute. In contrast, even if a government has implemented purchase subsidies, the joint absences of attitude, subjective norms, and perceived behavioral control lead to low EV purchase intention. We also provide interesting insights into different sociodemographic characteristics. We contribute to EV adoption literature by revealing the configurations of attributes associated with EV purchase intention from a new theoretical perspective. Our findings assist policymakers in developing potential alternatives when faced with policy adjustment.

27 citations

Journal ArticleDOI
29 Jan 2014
TL;DR: In this paper, the authors summarize the latest literature regarding alternative and transitional energy sources in order to understand the current applications of these energy sources and their future applications in urban transportation and their potential applications.
Abstract: In urban areas, the transportation sector is one of the principal sources of substantial energy consumption and carbon emission. Although diesel and gasoline are still the main energy sources used in urban transportation, alternative and transitional energy sources have been introduced. The alternative and transitional energy sources include electricity (used in hybrid, electric, and fuel-cell vehicles), biofuels, gaseous fuels from other sources (hydrogen, natural gas, and liquefied petroleum gas [LPG]), alcohols, and ethers. Alternative and transitional energy sources can be used to promote the development of sustainable transportation systems because these sources are renewable and have a lower environmental impact than diesel and gasoline. However, various technical, economic, and policy factors can prevent the successful application of alternative energy sources. In this review, we summarize the latest literature regarding alternative and transitional energy sources in order to understand the current applications of these energy sources in urban transportation and their future applications.

27 citations

References
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Journal ArticleDOI
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

Journal ArticleDOI
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

Journal ArticleDOI
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

Journal ArticleDOI
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

Journal ArticleDOI
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