The aim of the present study is to understand how private car drivers' perception of vehicle attributes may affect their intention to adopt Electric Vehicles (EVs). Data are obtained from a national on-line survey of potential EV adopters in the UK. The results indicate that instrumental attributes are important largely because they are associated with other attributes derived from owning and using EVs including pleasure of driving (hedonic attributes) and identity derived from owning and using EVs (symbolic attributes). We also find that people who believe that a proenvironmental self-identity fits with their self-image are more likely to have positive perceptions of EV attributes. In addition, perceptions of EV attributes were found to be only very weakly associated with car-authority identity.

Generally, a majority of consumers support the idea of purchasing green products,. However, this is often not translated in actual behaviour. We argue that there is a tradeoff between the influence of product attributes on purchasing decisions, whereby it is assumed that consumers tend to focus on egoistic product characteristics first, followed by green product characteristics. In two experimental studies (N=100 and N=107) we find support for this reasoning: if product attributes fulfil self-serving motives (low price, familiar or well-known brand) green product attributes (cruelty free and low environmental impact) influence purchasing intentions more than when self-serving motives are not fulfilled (high price, unfamiliar or unknown brand). Further, we investigated if and how values weaken or strengthen the influence of product attributes on purchasing intentions. We conclude that biospheric values steer how product attributes influence purchasing intentions stronger than egoistic values. In line with our expectations, we find that if biospheric values are weak, egoistic product attributes are more influential, whereas if biopheric values are strong green product attributes are more influential.

The private car is fast, comfortable, and convenient. However, worldwide massive car use causes serious environmental problems. Although breakthroughs in clean automobile technology may be under way, reducing car use seems necessary in order to achieve a sustainable transportation system. Several travel demand management (TDM) measures have therefore been proposed and some have been implemented with this aim. The article reviews research addressing the question of how effective, acceptable to the public, and politically feasible such measures are. The conclusion is that noncoercive TDM measures alone are unlikely to be effective in reducing car use. Therefore, coercive TDM measures such as increasing cost for or prohibiting car use may be necessary but are difficult to implement because of public opposition and political infeasibility. If combined with noncoercive TDM measures providing attractive travel alternatives and communicating the benefits of car-use reduction to the public, coercive TDM measures are likely to become more effective, acceptable, and politically feasible.

A field experiment was conducted in Stockholm where a congestion charge trial was introduced in 2006. Respondents completed a questionnaire before and after the trial. Acceptance of the congestion charge was higher after the trial as opposed to its acceptability judgments before the trial. Respondents believed the charge had more positive consequences (viz., decreasing parking problems, congestion, and pollution) and less negative consequences (viz., financial cost increases) after the trial than they had expected beforehand. Furthermore, we examined the relative importance of various beliefs for the acceptability of the congestion charge before and after it was implemented. Results are that before the implementation of the charge acceptability was significantly related to beliefs about the expected consequences for one's own car use and financial costs, whereas acceptance after the trial was related to beliefs about the perceived consequences for one's own car use and parking problems. These results indicate that acceptance of the congestion charge had increased because people experienced positive consequences of the charge. This conclusion is discussed in the broader context in which the Stockholm trial took place.

Even without official quality standards, food retailers generally do not offer abnormally shaped food based on the assumption that consumers reject food that deviates physically from some norm. Because this practice contributes significantly to food waste, the current study tests this assumption experimentally. A representative sample of 964 Danish consumers indicated their purchase intentions for two fruits and two vegetables with varying levels of food shape abnormality (normal, moderately abnormal, and extremely abnormal) and organic labels (organic label, no label). Food shape abnormalities influence consumers' purchase intentions, but only if the food deviates extremely from the norm; no differences in purchase intentions emerge for moderately abnormal food. Awareness of food waste issues and proenvironmental self-identities also drive purchase intentions, such that participants with high levels of these traits express significantly higher purchase intentions for abnormally shaped food. Thus, increasing awareness of food waste issues, particularly among those with strong proenvironmental self-identities, might encourage more consumers to purchase abnormally shaped fruits and vegetables.