Driving an electric vehicle. A sociological analysis on pioneer users

Pierre, Magali; Jemelin, Christophe; Louvet, Nicolas

doi:10.1007/s12053-011-9123-9

Cited by 70 publications

(41 citation statements)

References 3 publications

(4 reference statements)

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“…Nevertheless, there are contradicting results naming higher affinity towards new technologies and not environmental awareness for owners of BEVs [19]. Carsharing users show a higher affinity towards public transportation [24][25][26].…”

Section: Characterisation Of Early Adopters Of Carsharing and Bevsmentioning

confidence: 98%

“…The authors conclude that people living in cities with less than 20,000 inhabitants could have the highest economic benefits of BEV ownership: Usually, urban profiles include too low driving frequencies and too short distances for the lower price of propulsion to balance the total costs of ownership. Nevertheless, most of the BEV owners live in or near larger cities [18,19]. This leads to the assumption that economic considerations cannot be the only factor for purchasing a BEV.…”

Section: Characterisation Of Early Adopters Of Carsharing and Bevsmentioning

confidence: 99%

“…Most of the studies reveal lifestyle [13] as well as technological and economic reasons as important motivating factors owning a BEV [21]. Other studies contradict, naming interest in cutting-edge technologies as the crucial factor and not environmental issues [19].…”

Section: Characterisation Of Early Adopters Of Carsharing and Bevsmentioning

confidence: 99%

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Early adopters of carsharing with and without BEVs with respect to gender preferences

Kawgan-Kagan

2015

Eur. Transp. Res. Rev.

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Purpose The majority of current e-carsharing users are middle-aged men with a high education and high income; they are most likely to have a full-time employment. Women are consistently underrepresented in previous studies and therefore this paper focusses on characterization of female early adopters. It builds a basis to identify current female early adopters and understand their preferences in e-carsharing in order to address women as target groups for e-carsharing. Methods A sample of 492 carsharing subscribers from Berlin is analysed according to socio-demographic backgrounds, mode choice, use and evaluation of (e-) carsharing services. Additionally, attitudinal indices and clusters based on mobility related attitudes are analysed to reveal significant differences between male and female users. Results Generally, the results confirm socio-demographic findings from previous literature about early adopters. Comparing females and males revealed differences in income, employment status and age. Female early adopters used battery electric vehicles (BEVs) more often than vehicles with an internal combustion engine and evaluate handling BEVs more positive. They show a higher bike affinity and lower affinities towards technology and innovation than male respondents. They combine public transportation and bicycling with the use of (e-) carsharing services as an additional part of urban mobility. Children do not seem to have an impact of the respective topics, although the findings suggest that services are not used with children. Conclusions The analysis of carsharing schemes needs to focus on specific requirements of each trip (e.g. transporting or accompanying children) in order to make sustainable mobility an option for others than one 'typical early adopter'.

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Section: Characterisation Of Early Adopters Of Carsharing and Bevsmentioning

confidence: 98%

Section: Characterisation Of Early Adopters Of Carsharing and Bevsmentioning

confidence: 99%

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Early adopters of carsharing with and without BEVs with respect to gender preferences

Kawgan-Kagan

2015

Eur. Transp. Res. Rev.

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“…Even if a certain social group supports and demands a new technology, it may still be rejected. It seems obvious for example that the future belongs to the electric car, however, many people still currently reject it (Pierre et al 2011). Various social groups support the electric car, and it tackles a specific societal need, but in the wider context a majority choose a different technology (Winner 2003).…”

Section: Social Determinismmentioning

confidence: 99%

Big Data in Organizations and the Role of Human Resource Management

Scholz¹

2017

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“…The early adopters are relatively young, a majority are men, they have high education and income, and belong to households with more than one car [5,6,29,32,35]. The majority also lives in, or in the vicinity, of larger cities.…”

Section: European Incentives and Market Sharesmentioning

confidence: 99%

Increasing the competitiveness of e-vehicles in Europe

Figenbaum

Fearnley

Pfaffenbichler

et al. 2015

Eur. Transp. Res. Rev.

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Introduction This paper is concerned with incentives for the take-up and use of e-vehicles that are in place in different European countries. Especially, it analyses Norway and Austria, in order to establish and understand factors influencing the competitiveness of e-vehicles and potential market penetration. Norway currently enjoys the world's largest take-up of electric cars per capita, achieved through an extensive package of incentives. Austria has used the concept of Model Regions with government support to stimulate market introduction. So far, this has been a less effective approach. Methods The paper brings in and combine analyses of national travel survey data and web surveys to e-vehicle owners and non-e-vehicle owners. It considers socio-economic factors including convenience and time savings due to e-vehicle policies. Results Analysing national travel surveys, we find a considerable potential for e-vehicles based on people's everyday travel. Social networks play a crucial role in spreading knowledge about this relatively new technology. The take-up of battery electric vehicles correlates relatively closely with the user value of e-vehicle incentives. The fiscal effects of evehicle incentives are non-trivial -especially in the longer run. The cost of lifting a new technology into the market by means of government incentives is significant. We point to the importance of a strategy for the gradual phasing out of evehicle policies in countries with large incentives when the cost of vehicles goes down and the technology improves. Conclusions Successful market uptake and expansion of electric vehicles requires massive, expensive and combined policies. Central government backing, long term commitment and market-oriented incentives help reduce the perceived risk for market players like car importers and allow the e-vehicle market to thrive. For countries with low e-vehicle market shares the potential is promising. Battery electric vehicles are already a real option for the majority of peoples' everyday trips and trip chains. However, their relative disadvantages must be compensated by means of incentives -at least in the initial market launch phase. Diffusion mechanisms play a sizeable role. The lack of knowledge in the population at large must be addressed.

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Driving an electric vehicle. A sociological analysis on pioneer users

Cited by 70 publications

References 3 publications

Early adopters of carsharing with and without BEVs with respect to gender preferences

Early adopters of carsharing with and without BEVs with respect to gender preferences

Big Data in Organizations and the Role of Human Resource Management

Increasing the competitiveness of e-vehicles in Europe

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