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, a questionnaire was designed and conducted in Lahore, Pakistan to identify the travelers' adoption behavior towards electric vehicles using the theoretical background of the Norm Activation Model (NAM) theory.
Abstract: This study aims to identify the travelers’ adoption behavior towards electric vehicles (EVs) using the theoretical background of the Norm Activation Model (NAM) theory. A questionnaire was designed and conducted in Lahore, Pakistan. A total of 402 usable samples were obtained. The collected data were analyzed using factor analysis and Structural Equation Modeling methods. The factor analysis confirmed the hypothesis of the statements designed according to the NAM theory, that is, awareness of consequences (AC), ascription of responsibility (AR), and personal norm (PN). Other factor analyses resulted in the following reliable factors: social and economic values (SEV), personal preferences (PP), willingness to buy (Buy), and willingness to use (Use) of an EV. The results of SEM revealed that the AC, AR, and SEV are significant predictors of PN, whereas the PN and PP are also positive predictors of travelers’ willingness to buy and use. The young travelers (≤30 years), motorcycle users, employees, and trip distance (>10 km) have significant and positive correlations with the PN. The car ownership status of travelers has a positive correlation with the ownership and usage of EVs. Suitable behavioral intervention techniques were derived to promote the ownership and usage of EVs in the context of developing regions.
17 citations
TL;DR: In this article, the authors identify heritage cities, modern green metropolises and eco-cities as three urban archetypes with instructive potential and highlight the experience of brief case studies corresponding respectively to these paradigmatic forms: the Old City of Jerusalem, Copenhagen and Masdar City.
Abstract: Recent developments in urban mobility in many affluent countries suggest that private car use is declining and this trend is beginning to open up opportunities for municipal planners to consider a future of less extensive reliance on automobiles. This analysis examines current efforts by cities to expand opportunities for non-motorised transport and identifies heritage cities, modern green metropolises and eco-cities as three urban archetypes with instructive potential. We then highlight the experience of brief case studies corresponding respectively to these paradigmatic forms: the Old City of Jerusalem, Copenhagen and Masdar City. The investigation entails the formulation and application of 10 planning criteria to assess each exemplar city on the basis of both built and human dimensions. The scoring system aims to identify design policies that can be relevant as planners commence in coming to years to more actively reconfigure urban space to facilitate non-motorised modes of urban mobility.
17 citations
Additional excerpts
...…example, Vergragt (2004); Van Den Bosch et al. (2005); Köhler et al. (2009); Ros et al. (2009); Sovacool & Hirsh (2009); Farla et al. (2010); Huétink et al. (2010); Kriston et al. (2010); Budde et al. (2012); Egbue & Long (2012); Warth et al. (2013); Dijk et al. (2013); Steinhilber et al. (2013)....
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TL;DR: In this paper, the authors investigated whether relative level of environmentalism and self-construal jointly predicted degree of interest in and intention to purchase hybrid electric vehicles (HEVs).
Abstract: Hybrid electric vehicles (HEVs), the most salient environmentally responsible vehicles, can help to make the world cleaner and more livable. Although studies have yielded an impressive set of findings about consumers’ intention to purchase HEV from the perspective of economic, environmental, and social concerns, much less attention has been paid to self-related concerns for consumers’ intention to purchase HEVs. The present study investigated whether relative level of environmentalism and self-construal jointly predicted degree of interest in and intention to purchase HEVs. Seven hundred and fifty-two respondents (mainly from the U.S. and India) completed a survey, but the results for the different levels of environmental belief and self-construal were based on 289 participants. The results showed that level of environmentalism interacted with self-construal to predict the degree of interest in HEVs and intention to purchase HEVs. Post hoc tests revealed that among participants who had relatively low level of environmentalism, participants with interdependent self-construal had a greater degree of interest in HEVs and greater intention to purchase HEVs than did participants with independent self-construal. In contrast, among participants who had relatively high levels of environmentalism, participants with independent self-construal had a greater degree of interest in HEVs and greater intention to purchase HEVs than did participants with interdependent self-construal. However, the effect of the interaction between relative level of environmentalism and self-construal on intention to purchase HEVs was not significant when the degree of interest in HEVs was controlled.
17 citations
10 Jan 2017
TL;DR: Asher et al. as mentioned in this paper identified two research gaps preventing optimal energy management of hybrid electric vehicles from being implemented in the real world: sensor and signal technology and prediction scope and error impacts.
Abstract: Optimal energy management of hybrid electric vehicles has previously been shown to increase fuel economy (FE) by approximately 20% thus reducing dependence on foreign oil, reducing greenhouse gas (GHG) emissions, and reducing Carbon Monoxide (CO) and Mono Nitrogen Oxide (NOx) emissions. This demonstrated FE increase is a critical technology to be implemented in the real world as Hybrid Electric Vehicles (HEVs) rise in production and consumer popularity. This review identifies two research gaps preventing optimal energy management of hybrid electric vehicles from being implemented in the real world: sensor and signal technology and prediction scope and error impacts. Sensor and signal technology is required for the vehicle to understand and respond to its environment; information such as chosen route, speed limit, stop light locations, traffic, and weather needs to be communicated to the vehicle. Since optimal control requires accurate prediction of the vehicle environment and drive cycle, prediction scope and error impact analysis is needed to understand the required accuracy of sensor and signal information received by the vehicle as well as the accuracy of the optimal control computed. This review presents the current state of research and solutions in development for each of these research gaps. Once these research gaps have been filled, HEVs may have the potential to substantially increase the FE standard and remove ICE vehicles as the leading consumer of petroleum and leading contributor of GHG, CO, and NOx emissions. Introduction The background for this research stems from three topics: (1) increasing FE is important, (2) HEVs are a relevant vehicle architecture for the near term future, and (3) optimal energy management can increase HEV FE significantly above the current standard. Why FE Matters Historically, due to improved and expanded roads and the invention of the electric starter, consumers have preferred the long range and high speed providing internal combustion engine (ICE) vehicles while alternatives have only been popular during fuel shortages and environmental crises that lead to increased oil and gas prices [1]. Additionally, according to several future outlooks [2, 3, 4] the momentum of ICE powered vehicle will continue until 2040, where the majority of vehicles in the US will continue to be ICE powered, either in conventional or hybrid configurations. ICE powered automobiles such as light vehicles, buses, medium trucks, and heavy trucks have three major drawbacks: they account for 60.7% of petroleum consumption, 28.2% of greenhouse gas (GHG) carbon emissions, and 32.9% and 36.2% of carbon monoxide and nitrogen oxide emissions (2013 U.S. numbers), all of which are the highest compared to any other sector [5], shown in figure 1. The Importance of HEV Fuel Economy and Two Research Gaps Preventing Real World Implementation of Optimal Energy Management 2017-26-0106 Published 01/10/2017 Zachary D. Asher Colorado State University Van Wifvat University of California Irvine Anthony Navarro Lockheed Martin Scott Samuelsen University of California Irvine Thomas Bradley Colorado State University CITATION: Asher, Z., Wifvat, V., Navarro, A., Samuelsen, S. et al., "The Importance of HEV Fuel Economy and Two Research Gaps Preventing Real World Implementation of Optimal Energy Management," SAE Technical Paper 2017-26-0106, 2017, doi:10.4271/201726-0106. Copyright © 2017 SAE International and Copyright © 2017 SAEINDIA Downloaded from SAE International by Colorado State Univ, Friday, March 03, 2017
17 citations
Cites background from "Barriers to widespread adoption of ..."
...Drawbacks to EVs that are preventing widespread adoption include the limited battery technology that significantly reduces the range of EVs (low power density in the battery), refueling/charging time, and cost [23,24]....
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Journal Article•
TL;DR: In this article, the impact of social influence, facilitation condition, price value, performance expectancy, and personal innovativeness on intention to use electric vehicles in Malaysia was studied and the results showed negative influence of facilitating condition on intention of use of BEVs.
Abstract: Battery electric vehicles (BEVs) must deal with several concerns, such as battery range, infrastructures, maintenance and spare parts. In other hand, BEVs like any other new technology, have a very small market share at their initial stage. Moreover, with rising attention in global warming, and concerns of possible increase in gas and oil prices in future, several car manufacturers have started producing electric and hybrid cars. These aspects have also attracted people to have intention of using electric cars. In countries having high contribution of renewable energies in electricity production, electric cars have direct effect on healthier environment. The aim of this paper is to study the impact of social influence, facilitation condition, Price value, performance expectancy, and personal innovativeness on intention to use of electric vehicles in Malaysia. Respondents of study were lecturers and postgraduate students in University Technology Malaysia and employees in five companies in Kuala Lumpur. The results of this study evidenced that social influence, price value, performance expectancy, and personal innovativeness have positive influence on intention to purchase of a full electric vehicle. However, the results showed negative influence of facilitating condition on intention to use of BEVs.
17 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