Beyond batteries: An examination of the benefits and barriers to plug-in hybrid electric vehicles (PHEVs) and a vehicle-to-grid (V2G) transition

Sovacool, Benjamin K.; Hirsh, Richard F.

doi:10.1016/j.enpol.2008.10.005

Cited by 503 publications

(211 citation statements)

References 39 publications

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“…Edison and Geissler [98] state that a lot of people are uncomfortable with technological changes and uncertainty that goes along with these changes, and therefore are unwilling to accept them. The majority chooses familiar and traditional products [99]. Innovativeness is the bottom-line type of behaviour in the diffusion process [34].…”

Section: Innovativenessmentioning

confidence: 99%

An Extended Decomposed Theory of Planned Behaviour to Predict the Usage Intention of the Electric Car: A Multi-Group Comparison

2015

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An Extended Decomposed Theory of Planned Behaviour (DTPB) is developed that integrates emotions towards car driving and electric cars as well as car driving habits of the DTPB, and is empirically validated in a Belgian sample (n = 1023). Multi-group comparisons explore how the determinants of usage intention are different between groups of consumers differing in environmentally-friendly behaviour, environmental concern, innovativeness and personal values. Besides attitudes, media, perceived complexity, compatibility and relative advantage, emotions towards the electric car and reflective emotions towards car driving have a strong effect on usage intention. Car driving habits and perceived behavioural control (facilitators and constraints) do not substantially affect usage intention. Only people differing in personal values show a different motivational structure for a number of important drivers of usage intention.

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Section: Innovativenessmentioning

confidence: 99%

An Extended Decomposed Theory of Planned Behaviour to Predict the Usage Intention of the Electric Car: A Multi-Group Comparison

2015

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“…It was concluded that "picking winners" by policy-makers is not an ideal strategy and flexibility, adaptability and cooperation in terms of technical choice are necessary. Sovacool and Hirsh (2009) looked at the specific socio-technical obstacles and barriers to PHEVs and a vehicle-to-grid transition (V2G), which they regard as a necessary precursor to the adoption of PHEVs. It was concluded that impediments such as social or cultural values and political interests may be just as important as technical barriers.…”

Section: Introductionmentioning

confidence: 99%

How should barriers to alternative fuels and vehicles be classified and potential policies to promote innovative technologies be evaluated?

Browne¹,

O’Mahony

Caulfield

2012

Journal of Cleaner Production

161

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There appears to be increasing policy emphasis globally on developing innovative technologies and promoting incentives to support the take-up of alternative fuels and vehicles (AFVs) among consumers. The primary reason for this is that they potentially offer a pathway to reduce greenhouse gas (GHG) emissions and air pollution in the transport sector, without the need for contentious transport demand management measures such as road pricing or restrictive land use planning. However, despite the fact that AFVs are often seen as a panacea by policy-makers, there are a number of barriers to their widespread market penetration and diffusion. The objective of this paper is to present a framework, which can be modified and used by policy-makers to identify and qualitatively evaluate these barriers as well as potential policies that might be implemented to address these barriers. The paper concludes by assessing the strengths and weaknesses of applying this framework . 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 1 How Should Barriers to Alternative Fuels and Vehicles be Classified and Potential Policies to Promote Innovative Technologies be Evaluated?Abstract There appears to be increasing policy emphasis globally on developing innovative technologies and promoting incentives to support the take-up of alternative fuels and vehicles (AFVs) among consumers. The primary reason for this is that they potentially offer a pathway to reduce greenhouse gas (GHG) emissions and air pollution in the transport sector, without the need for contentious transport demand management measures such as road pricing or restrictive land use planning. However, despite the fact that AFVs are often seen as a panacea by policy-makers, there are a number of barriers to their widespread market penetration and diffusion. The objective of this paper is to present a framework, which can be modified and used by policy-makers to identify and qualitatively evaluate these barriers as well as potential policies that might be implemented to address these barriers. The paper concludes by assessing the strengths and weaknesses of applying this framework.

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“…Thus, the solution to range anxiety may 22 not be construction of an expansive and expensive charging and battery swapping network, but rather 23 investigating the individual characteristics that determine general willingness to buy an electric vehicle. 24 Indeed, because changing behavior, expectations and attitudes regarding electric vehicles may 1 be untenable (Flamm and Agrawal, 2012), the best solution to range anxiety may be drastically 2 increasing performance of batteries and chargers such their designs minimize alterations to lifestyle and 3 behavior in comparison to the traditional vehicle (Sovacool and Hirsh, 2009). Nonetheless, until that 4 point, range anxiety may continue to be a post-hoc excuse for consumers to reject electric vehicles in 5 order to avoid changing their behavior or desires.…”

Section: Why Didn't Better Place Overcome Range Anxiety? 13mentioning

confidence: 99%

Why Did Better Place Fail?: Range anxiety, interpretive flexibility, and electric vehicle promotion in Denmark and Israel

Noel

Sovacool

2016

Energy Policy

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With almost $1 billion in funding, Better Place was poised to become one of the most 10 innovative companies in the electric mobility market. The system Better Place proposed had two novel 11 prongs; first, to reduce the cost of batteries, and second, to reduce range anxiety, public infrastructure 12 concerns, and long charging times. Yet, despite this seemingly strong combination, Better Place failed to 13 make any progress in Denmark and Israel, the first two markets it operated in, and subsequently 14 declared bankruptcy, selling off its collective assets for less than $500,000. Drawing from science and 15 technology studies and the notion of "interpretive flexibility," this paper posits several reasons to 16 explain the failure of Better Place, including that Denmark is not as "green" as it seems nor is the Israeli 17 market as attractive as believed, and that Better Place's solution to charging time and range anxiety 18 resolved a psychological, not a functional, barrier of the general public to adopt electric vehicles. Before 19 investigating these two reasons, the paper presents a short history of Better Place and explores the 20 contours of its operations in Denmark and Israel. It then discusses why Better Place "failed" across both 21 countries before concluding with implications for energy planning, policy, and analysis. 22 2

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Beyond batteries: An examination of the benefits and barriers to plug-in hybrid electric vehicles (PHEVs) and a vehicle-to-grid (V2G) transition

Cited by 503 publications

References 39 publications

An Extended Decomposed Theory of Planned Behaviour to Predict the Usage Intention of the Electric Car: A Multi-Group Comparison

An Extended Decomposed Theory of Planned Behaviour to Predict the Usage Intention of the Electric Car: A Multi-Group Comparison

How should barriers to alternative fuels and vehicles be classified and potential policies to promote innovative technologies be evaluated?

Why Did Better Place Fail?: Range anxiety, interpretive flexibility, and electric vehicle promotion in Denmark and Israel

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