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 authors investigated the effect of psychological factors on post-purchase electric vehicle (BEV) use and found that economic aspects are positively associated with annual VKT for sole BEV owners, whereas perceived operating barriers have a negative effect on annual vehicle kilometres travelled (VKT) for the other group.
22 citations
TL;DR: In this paper, a nested logit model is established and calibrated to analyze mode choice behavior to estimate the potential demand for battery electric vehicle sharing, and the temporal and spatial distribution of potential demand, the impact of battery EV sharing on the mode split, and pricing strategies are analyzed.
22 citations
TL;DR: In this paper, the intention to install an after-market hybridization solar-kit (HySolarKit) was investigated and modelled in order to ascertain the main behavioural determinants of the choice process and set up an operational model with which to estimate the market potential of such technology.
Abstract: Despite the recent commercial success of hybrid, plug-in hybrid and electric vehicles their market share is still insufficient to produce either a significant impact on energy consumption on a global basis or a profitable automotive segment. In this context, the possibility of upgrading conventional vehicles to hybrid electric vehicles is gaining increasing interest. To this aim this paper investigated and modelled the intention to install an after-market hybridization solar-kit (HySolarKit) in order to ascertain the main behavioural determinants of the choice process and set up an operational model with which to estimate the market potential of such technology. In particular, two behavioural stages of the choice process were analysed and modelled: (i) the intention to adopt the HySolarKit; (ii) the choice to install the HySolarKit. Both issues were addressed through ad hoc stated preference surveys carried out in two different Italian cities, and through the specification and the calibration of discrete choice models based on the behavioural paradigm of random utility theory. Different modelling solutions (homoscedastic and heteroscedastic) were compared in terms of goodness-of-fit and sensitivity to level-of-service attributes. The results showed the technological potential of the HySolarKit, and that both behavioural stages may be effectively modelled through random utility theory. Estimation results allowed an interpretation of the main determinants of the investigated phenomena, making it possible to quantify the potential effects and the concerns towards such a green solution, and making it possible to draw up operative marketing strategies. In particular, the intention to adopt the kit mainly depends on socio-economic factors as well as activity-related and attitudinal attributes, whereas the probability of installing the kit is greatly affected, to the same extent, by installation cost, the charging cost and the weekly mileage driven.
22 citations
TL;DR: In this article, the authors test the sensitivity of the projected sales of EVs to different battery costs and climate policy futures, and conclude that the effectiveness of policy incentives will strongly depend on the battery floor costs, as EVs only gain significant shares (15% or more) of global car sales within their model framework when battery costs reach 100$/kWh or less.
Abstract: Although the rapid fall in the costs of batteries has made electric vehicles (EVs) more affordable and boosted their sales, EVs still account for only a fraction of total car sales. In the last years, the battery costs of electric vehicles have dropped faster than previously estimated in the empirical literature. As a result, future cost projections have been adjusted. The larger than expected reduction in costs also shows the uncertainty of battery cost development, which will affect the success of a transition to low-carbon transport. Integrated assessment models show that reducing greenhouse gas emissions is more challenging in the transport sector than in other sectors. Switching to EVs could significantly reduce passenger road-transport emissions. In this study, we test the sensitivity of the projected sales of EVs to different battery costs and climate policy futures. The model suggests that the effectiveness of policy incentives will strongly depend on the battery floor costs, as EVs only gain significant shares (15% or more) of global car sales within our model framework when battery costs reach 100 $/kWh or less. We therefore conclude that besides the pace of the battery costs decline, which has been rapid in the last years, it is important to understand the lower boundary of battery costs for modelling long-term global energy transitions.
22 citations
Cites background from "Barriers to widespread adoption of ..."
...…level of access to charging infrastructure (Lin 2014) and two car households, which reduce desired range (Jakobsson et al. 2016), as well as charging time (Egbue and Long 2012), which are important barriers to diffusion of electric vehicles (Biresselioglu et al. 2018), are not taken in to account....
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TL;DR: This article explored consumer perceptions of automotive brand perceptions in general, and for the specific case of Tesla, using survey data from a representative sample of 2123 Canadian new vehicle-buyers collected in 2017.
Abstract: Among the broad literature on consumer research of battery electric vehicles (BEVs), the role of brand perceptions is neglected. Consumers may gravitate towards automotive brands that they are accustomed to (“brand loyalty”), or they might prefer a new brand (i.e., Tesla) for being new and innovative (“pioneer brand advantage”). Further, BEV-supportive policies may indirectly favor or disfavor the BEVs produced by a given brand. We explore consumer perceptions of automotive brand perceptions in general, and for the specific case of Tesla, using survey data from a representative sample of 2123 Canadian new vehicle-buyers collected in 2017. Respondents most frequently associate BEVs with Tesla (27%), Toyota (27%), and Chevrolet (26%). Over two-thirds of respondents are familiar with Tesla, and 40% select Tesla as a brand representing the “future of BEVs”. In contrast, when asked which brand they would prefer to buy a BEV from, responses are more evenly spread across several brands, with 30% of respondents selecting a brand they already own. Of Tesla-familiar respondents, most indicate that Tesla has influenced them to perceive BEVs as more innovative, stylish, and environmentally-beneficial. Respondents have stronger image associations with Tesla, relative to BEVs more generally, and such perceptions are statistically associated with stated interest in purchasing a BEV. These exploratory findings indicate the potential importance of brand in shaping consumer perceptions of BEVs. Tesla in particular may have played a role in developing positive perceptions of BEVs, suggesting that it might be desirable for policy to support such a brand.
22 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