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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01 Jan 2017
TL;DR: In this paper, the authors developed a data mining approach to identify potential buyers using revealed-preference data and applied the approach to a nationally representative survey of 88,404 new car buyers that includes respondents' geographic, demographic and psychographic characteristics.
Abstract: Ten U.S. states have set mandated sales targets for zero-emission vehicles that could result in significant reductions in fuel consumption and carbon emissions. Battery electric vehicle (BEV) adoption is considered integral to achieving this mandate and thus a better understanding of potential BEV buyers is needed. Because of limitations of stated-preference surveys, we developed a data mining approach to identify potential buyers using revealed-preference data. We apply the approach to a nationally representative survey of 88,404 new car buyers that includes respondents’ geographic, demographic and psychographic characteristics. We find that BEVs have the potential to reach an annual U.S. market share of 2.4%. To achieve this, BEVs with added features must be sold at a lower price. The costs of the improved features combined with the eventual removal of purchase subsidies will offset the forecasted declines in battery costs. BEVs face stiff competition from fuel-efficient gasoline vehicles and thus policies promoting their sales such as the fuel economy standards may reduce BEV’s growth.
21 citations
01 Jan 2013
TL;DR: In this article, the authors show a technical substitution potential between 19% and 48% of the mileage carried out by combustion engine vehicles, based on goods volumes and shipment distances, in order to minimize harmful ecological, social and economic effects.
Abstract: In urban areas, the vast majority of courier logistics deliveries consists of small shipments over short distances. In order to minimize harmful ecological, social and economic effects, a mode-shift from combustion engine vehicles to electric cargo bikes has been suggested by the German Federal Ministry for the Environment. This article shows a technical substitution potential between 19% and 48% of the mileage carried out by combustion engine vehicles, based on goods volumes and shipment distances. The general user anticipation regarding this implementation seems to be favorable. Electric cargo bikes seem compatible with a messenger’s job organization. However, electric range and purchase price are still seen as critical issues.
21 citations
TL;DR: In this article, the authors analyzed the role of electrification in global transition pathways to a low Greenhouse Gas (GHG) emissions economy and showed that the 2°C target is achievable at relatively low cost for the overall economy (global GDP reduction below 1% compared to Reference in 2050).
Abstract: This edition of the Global Energy and Climate Outlook (GECO) analyses the role of electrification in global transition pathways to a low Greenhouse Gas (GHG) emissions economy. Electricity is found to be an increasingly important energy carrier in final energy consumption already in the absence of stronger climate policies than those currently in place (Reference scenario), while enhanced electrification of final energy demand is a crucial element of the 2°C temperature change scenario, paving the way to climate neutrality. The 2°C target could be achieved by simultaneously transforming various elements of the energy system: shifting final energy demand from mainly fossil fuels towards electricity and low-carbon synthetic fuels mainly derived from electricity; decarbonising power generation; increasing energy efficiency in end-uses, which is favoured by further electrification; and mobilising novel options to better accommodate high shares of intermittent renewable electricity sources, such as demand-side load management and power storage. This report further shows that the 2°C target is technically possible at relatively low cost for the overall economy (global GDP reduction below 1% across all sensitivities compared to Reference in 2050). This would also bring along co-benefits for air quality. In order to explore the role that electrification can play as an emissions mitigation option, a number of sensitivity variants on key parameters impacting the energy system â energy prices, cost of technologies, non-economic drivers related to behaviour and policy â are conducted. The role of electricity is examined by large sector (industry, transport, buildings, power generation), with a particular regional focus on the EU and China and a sectoral focus on road transport electrification.
21 citations
TL;DR: The integrated framework explains mooring as the most influential factor followed by normative environment from pull factors and environmental quality from push factors, and the switching intentions strongly and significantly explain green behavior.
Abstract: Smog pollution deteriorates environmental quality and has severe health risks. This affects the daily lives of people in China, particularly in urban areas. Along with other factors, a large portion for smog comes from transportations, making it dense and more hazardous in urban areas. The Chinese government aims to reduce air pollution by promoting electric vehicles and green modes for mobility along with other environmental protection measures. The study explores the switching intentions of people from motorized vehicles to electric vehicles by integrating push-pull-mooring model and institutional theory. The study incorporates environmental quality, regulative environment, alternative attractiveness, normative environment, self-(decision)efficacy, and willingness to pay into an integrated framework. The study further analyzes the green behavior of consumers by extending switching intentions for electric vehicles. The integrated framework explains mooring as the most influential factor followed by normative environment from pull factors and environmental quality from push factors. The effect of regulative environment remains weak and significant, but the effect of alternative attractiveness remains weak and insignificant. The switching intentions strongly and significantly explain green behavior. Furthermore, mooring moderates the relationship between push factors, some of the pull factors, and switching intentions.
21 citations
Cites background or result from "Barriers to widespread adoption of ..."
...EVs undoubtedly are a technological advanced real sustainable substitute for mobility, but its adoption is strongly determined by the promotion of its environmental benefits and sustainability (Egbue and Long 2012)....
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...The findings are in accordance with Keshavarz and Karami (2016),Morgan et al. (2015), Egbue and Long (2012), Wang et al. (2016), and Langbroek et al. (2016), indicating self-efficacy and decision effectiveness as an important factor in climate change management....
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...The findings are in line with Flamm and Agrawal (2012) and Egbue and Long (2012) indicating the insignificant effect of environmental concerns and promotion on EVs purchase....
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TL;DR: In this article, the authors studied the energy performance of two real European metro lines and their capacity to charge electric vehicles by means of detailed simulation tools, and they showed that the use of regenerated energy is 98% for short interval of trains in both cases.
Abstract: Transport is a main source of pollutants in cities, where air quality is a major concern. New transport technologies, such as electric vehicles, and public transport modalities, such as urban railways, have arisen as solutions to this important problem. One of the main difficulties for the adoption of electric vehicles by consumers is the scarcity of a suitable charging infrastructure. The use of the railway power supplies to charge electric vehicle batteries could facilitate the deployment of charging infrastructure in cities. It would reduce the cost because of the use of an existing installation. Furthermore, electric vehicles can use braking energy from trains that was previously wasted in rheostats. This paper presents the results of a collaboration between research teams from University of Rome Sapienza and Comillas Pontifical University. In this work, two real European cases are studied: an Italian metro line and a Spanish metro line. The energy performance of these metro lines and their capacity to charge electric vehicles have been studied by means of detailed simulation tools. Their results have shown that the use of regenerated energy is 98% for short interval of trains in both cases. However, the use of regenerated energy decreases as the train intervals grow. In a daily operation, an important amount of regenerated energy is wasted in the Italian and Spanish case. Using this energy, a significant number of electric vehicles could be charged every day.
21 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