On the stability of preferences and attitudes before and after experiencing an electric vehicle

Jensen, Anders Fjendbo; Cherchi, Elisabetta; Mabit, Stefan Lindhard

doi:10.1016/j.trd.2013.07.006

Cited by 450 publications

(238 citation statements)

References 10 publications

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“…Range anxiety 6 could be borne largely out of their ignorance of daily driving practices compared to an electric vehicle's 7 technical capabilities. At the same time, other studies found that after experiencing electric vehicles, 8 range anxiety continued to be a critical factor for drivers, in some cases increasing (Jensen et al, 2013), 9 (Krause et al, 2013). Thus, confusingly, range anxiety has been found to both decrease and increase 10 after an individual experiences driving of an electric vehicle.…”

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

confidence: 98%

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

confidence: 98%

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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“…Some researchers even refer to this as a sort of learning by driving process of experiential acceptance where one of the greatest predictors towards driving an EV is actual on-the-road, visceral experience with it (Jensen et al 2013;Ryghaug and Toftaker 2014). Over time, the practice of driving an EV solidifies into a stronger affinity and identity as a particular type of user…”

Section: Automobility Reminds Us That Small Causes Can Have Long-termmentioning

confidence: 99%

Experts, theories, and electric mobility transitions: Toward an integrated conceptual framework for the adoption of electric vehicles

Sovacool

2017

Energy Research & Social Science

115

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I expand and integrate a theory of mobility (Automobility) with one of science and technology (Actor Network Theory) and one about social acceptance and user adoption (UTAUT).I apply this integrative framework to the diffusion (and non-diffusion) of electric vehicles and the process of electric mobility. I begin by presenting my methods, namely semi-structured qualitative research interviews with social theorists. Then, I present the three theories deemed most relevant by respondents. Automobility holds that, on a cultural or social level, automobiles exist as part of a complex, one that involves hardware and infrastructure-a hybridity between drivers and machines-along with patterns of identity and attitudes about driving pleasure. Actor Network Theory (ANT) involves the concepts of network assemblage, translation, enrollment, and actants and lieutenants. The Unified Theory of Acceptance and Use of Technology, or UTAUT, states that on an individual level, the adoption of new technologies will be predicated on interconnected factors such as performance expectancy, effort expectancy, and other facilitating conditions.Based largely on the original interview data supplemented with peer-reviewed studies, I propose a conceptual framework of user acceptance consisting of motile pleasure, sociality, sociotechnical commensurability, and habitual momentum. I conclude with implications for research and policy.

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“…Walker and Ben-Akiva 2002;Daly et al 2012;Prato, Bekhor, and Pronello 2012;Jensen, Cherchi, and Mabit 2013;Kamargianni, BenAkiva, and Polydoropoulou 2014;Soto, Cantillo, and Arellana 2014), the Bayesian approach (e.g. Bolduc 2013a, 2013b;Dekker et al 2014) and the maximum approximate composite marginal likelihood approach (e.g.…”

Section: The Maximum Simulated Likelihood Approach For the Nonlinear Hcmmentioning

confidence: 99%

“…Kim, Bae, and Chung 2012;Atasoy, Glerum, and Bierlaire 2013) and alternative fuel vehicles (e.g. Daziano and Bolduc 2013b;Hess, Shires, and Jopson 2013;Jensen, Cherchi, and Mabit 2013;Soto, Cantillo, and Arellana 2014). With respect to alternative fuel vehicles, latent attitudes toward vehicle features (e.g.…”

Section: Introductionmentioning

confidence: 99%

A hybrid choice model with a nonlinear utility function and bounded distribution for latent variables: application to purchase intention decisions of electric cars

Kim

Rasouli

Timmermans

2016

Transportmetrica A: Transport Science

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The hybrid choice model (HCM) provides a powerful framework to account for heterogeneity across decision-makers in terms of different underlying latent attitudes. Typically, effects of the latent attitudes have been represented assuming linear utility functions. In contributing to the further elaboration of HCMs, this study suggests an extended HCM framework allowing for nonlinear utility functions of choice alternatives including not only observed but also latent variables. Box-Cox transformations are used to represent the nonlinear utility function. Johnson's S B distribution is suggested to represent the random term of the latent variables, satisfying the constraint of the Box-Cox transformation. An empirical study using stated choice data about the intention to purchase electric cars is conducted. The empirical results show that the proposed framework can capture nonlinear effects of underlying variables including latent attitudes, thereby enhancing the explanatory power of the choice model. ARTICLE HISTORY

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On the stability of preferences and attitudes before and after experiencing an electric vehicle

Cited by 450 publications

References 10 publications

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

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

Experts, theories, and electric mobility transitions: Toward an integrated conceptual framework for the adoption of electric vehicles

A hybrid choice model with a nonlinear utility function and bounded distribution for latent variables: application to purchase intention decisions of electric cars

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