Electric mobility in Europe: A comprehensive review of motivators and barriers in decision making processes

Biresselioğlu, Mehmet Efe; Kaplan, Melike Demirbağ; Yilmaz, Barbara Katharina

doi:10.1016/j.tra.2018.01.017

Cited by 240 publications

(186 citation statements)

References 57 publications

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“…Environmentalist attitudes are also shown to be positive drivers of EV purchases, with a 6% higher chance of EV adoption for households who self-reported that environmental issues were very important to them in energy considerations. The results also show that households living in areas with higher populations are more likely to adopt, probably due to lower distances driven and higher density of charging infrastructure in higher population areas, which have been shown to be barriers to EV adoption (Biresselioglu et al, 2018).…”

Section: Evs As Q-complements To Pv Ownershipmentioning

confidence: 79%

“…Thus, from the data, it appears that EV adoption is temporally lagging behind PV adoption, at least in Austria. This is likely due to the oft-noted barriers to EV adoption such as lack of charging infrastructure, high costs, and lack of trust in new technology (Biresselioglu et al, 2018). With a known timing between EV and PV purchases in these cases, we can establish a stronger link between PV ownership and future purchases of EVs, while accounting for any possible endogeneity in these decisions using the model in (8) As a first look at the possibly joint decision between PV, EV, and other electricityintensive appliance ownership, we calculate the correlations in ownership of these items for our sample, as shown in Table 3.…”

Section: Econometric Modelmentioning

confidence: 99%

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Q-complementarity in household adoption of photovoltaics and electricity-intensive goods: The case of electric vehicles

et al. 2019

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Photovoltaic (PV) units and electric vehicles (EVs) are two household goods that are the focus of much research, and many policy initiatives attempting to promote a more sustainable, low-carbon energy system. Despite both academic and practical interest in household adoption of PV units and EVs, potential linkages in these household decisions have only just begun to be explored. This paper presents q-complementarity between the goods as one possible form of a linkage between PV and EV purchases that is based on economic utility theory.We posit the goods could be q-complements due to a PV-owning household's ability to offset and shift their electricity load from EV charging to increase the self-consumption of 'home-made' electricity, thereby increasing the positive feelings of environmental efficacy and monetary returns from the PV unit. We use data from 2,541 internet surveys of Austrian residential electricity customers collected in 2018 to explore these hypotheses. Probit models of household EV and PV adoption choice are estimated, including a recursive bivariate probit model of households who plan to purchase an EV in the future, with PV ownership endogenously determined. Controlling for household income, characteristics, environmental attitudes, and neighborhood characteristics, we find that EV and PV adoption are positively correlated, and that current PV unit owners are 18% more likely to plan an EV purchase in the next 5 years compared to non-PV owners. We interpret these results as evidence in support of our hypothesis of q-complementarity between PV units and EVs, and note the potential for added benefits from incentive policies promoting adoption of one good or the other that this linkage suggests.

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Section: Evs As Q-complements To Pv Ownershipmentioning

confidence: 79%

Section: Econometric Modelmentioning

confidence: 99%

Q-complementarity in household adoption of photovoltaics and electricity-intensive goods: The case of electric vehicles

et al. 2019

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“…With the term impression management, Graham-Rowe et al [27] show for instance that potential EV adopters are concerned with the image and identity other EV drivers would form of them when they were to drive an EV. Lastly, regarding environmental attributes, EVs are often cited regarding environmental benefits, such as reduced local carbon emissions, which could provide a motivator to purchase an EV [16,28].…”

Section: Psychological Factorsmentioning

confidence: 99%

Moving a Taxi Sector to Become Electric: Characterizing Taxi Drivers Interested in Purchasing a Full Electric Vehicle

Tamis

Hoed

2020

WEVJ

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Electrification of mobility exceeds personal transport to increasingly focus on particular segments such as city logistics and taxis. These commercial mobility segments have different motives to purchase a full electric vehicle and require a particular approach to incentivize and facilitate the transition towards electric mobility. A case where a municipality was successful in stimulating the transition to electric mobility is the taxi sector in the city of Amsterdam. Using results from a survey study (n = 300), this paper analyses the differences in characteristics between taxi drivers that either have or do not have interest in purchasing a full electric taxi vehicle. Results show a low intention across the sample to adopt a full electric vehicle and no statistically significant differences in demographics between the two groups. Differences were found between the level of acceptability of the covenant, the rated attractiveness of the incentives, the ratings of full electric vehicle attributes and the consultation of objective and social information sources. These results can be used by policy makers to develop new incentives that target specific topics currently influencing the interest in a full electric taxi vehicle.consumers is that, for taxi drivers, the vehicle itself is a prerequisite for all work-related activities while the switch to FEVs will be both stimulated by incentives as well as enforced through regulation.Insight into the adoption dynamics of taxi drivers is important for policy makers in order to optimize supporting and regulation schemes. In most cases, Dutch taxi fleets are not managed by the overarching taxi organization, who usually function as an administrative unit. Rather, vehicles are bought, operated and maintained by the individual taxi drivers themselves. The Amsterdam based taxi service is thus made up of thousands of individual entrepreneurs, all of whom are expected to switch to EVs in the upcoming years (the only exception is the Amsterdam based Taxi Electric, who operates a full electric taxi fleet and hires employees rather than entrepreneurs to operate vehicles. As the name indicates, Taxi Electric already operates an entire full electric taxi fleet. Since we focus on entrepreneurs and their individual decisions to purchase FEVs, data from Taxi Electric employees are not included in this paper). In this paper, we will discuss the results of a survey conducted in September 2017, centered around the perceptions of Amsterdam-based taxi drivers regarding (1) the covenant between the municipality of Amsterdam and the Amsterdam based taxi organizations, (2) the incentives and measures used by the municipality in line with the covenant, (3) the evaluations of FEV attributes, (4) the consultation of objective and social information sources and (5) the general interest in purchasing an FEV. This paper is structured as followed: first, a theoretical framework is described to outline the concepts used in the research. Second, sample, procedure, measure and analysis are described in the...

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“…Transportation takes up a lot of space on the overall energy spending of the population. The future transmission capacity of the grid might be limited because of the increasing electricity demand, therefore electric mobility of the future would aim to be less demanding for the grid [1]. Due to the optimization of the space utilization of rooftop photovoltaic systems and charging stations, photovoltaic (PV) electric vehicle (EV) charging stations [2,3] and photovoltaic electric bicycle charging stations [4,5] have received widespread attention [6].…”

Section: Introductionmentioning

confidence: 99%

Resonance Instability of Photovoltaic E-Bike Charging Stations: Control Parameters Analysis, Modeling and Experiment

et al. 2019

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This article presents an in-situ comparative analysis and power quality tests of a newly developed photovoltaic charging system for e-bikes. The various control methods of the inverter are modeled and a single-phase grid-connected inverter is tested under different conditions. Models are constituted for two current control methods; the proportional resonance and the synchronous rotating frames. In order to determine the influence of the control parameters, the system is analyzed analytically in the time domain as well as in the frequency domain by simulation. The tests indicated the resonance instability of the photovoltaic inverter. The passivity impedance-based stability criterion is applied in order to analyze the phenomenon of resonance instability. In conclusion, the phase-locked loop (PLL) bandwidth and control parameters of the current loop have a major effect on the output admittance of the inverter, which should be adjusted to make the system stable.

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Electric mobility in Europe: A comprehensive review of motivators and barriers in decision making processes

Cited by 240 publications

References 57 publications

Q-complementarity in household adoption of photovoltaics and electricity-intensive goods: The case of electric vehicles

Q-complementarity in household adoption of photovoltaics and electricity-intensive goods: The case of electric vehicles

Moving a Taxi Sector to Become Electric: Characterizing Taxi Drivers Interested in Purchasing a Full Electric Vehicle

Resonance Instability of Photovoltaic E-Bike Charging Stations: Control Parameters Analysis, Modeling and Experiment

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