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As more and more electrified vehicles hit the floors of car dealerships, conventional wisdom has it that the market won’t get mo

admin2015-03-25  43
问题     As more and more electrified vehicles hit the floors of car dealerships, conventional wisdom has it that the market won’t get moving without richer incentives and dense battery-charging networks.
    It’ s not surprising that the market may take root in big cities: nowhere is the need for cleaner air and reduced carbon dioxide emissions more pressing, and nowhere else can you expect to find as many green-minded early adopters who will welcome a clean vehicle that takes them the short distances they need to go on one charge. These characteristics make large urban areas the ideal labs for the next phase of electric-vehicle development. Our research offers insights that can guide auto companies, battery makers, infrastructure providers, and city governments alike as they consider moving forward with this technology and the networks that support it.
    Large markets are waiting to be served. We found big clusters of potential early adopters— 20 percent in New York—who were distinguished by their green thinking and would consider buying an electric car.
    For early adopters, the charging problem isn’t as big as it seems. Unlike other groups of car buyers in New York and Shanghai, early adopters were willing to adjust their driving and parking habits to own an electric car. In fact, they indicated that a dense public charging infrastructure would only modestly increase their interest in buying such cars and that they were willing to cope with more limited charging options. This attitude reduces the need for public investments in the start-up stage, though a broad plug-in infrastructure will no doubt be critical as electrified vehicles migrate to mass adoption in large cities and elsewhere.
    This is also good news for automakers, which have the opportunity to overcome another major obstacle: battery limits. Since many drivers in large cities travel only short distances—to and from work, for instance—the near-term cost and duration of electric-car batteries is less of a problem there than it is elsewhere. Rather than offering only all-purpose electric vehicles, automakers can segment buyers according to their driving missions and develop attractively priced models with no more battery energy storage than many of their city drivers need.
    Consumer education is one such measure that will be critical for catalyzing both early and mass adoption. Forty percent of New York and Shanghai respondents said they didn’t know much about electric vehicles and many were anxious about driving-range limitations. Few knew that battery-powered cars are relatively quiet and can potentially accelerate faster than conventional ones. And more important, many weren’t aware that electric cars help drivers save money on both fuel and maintenance in the long run.
It can be inferred from the passage that the public charging infrastructure
选项 A、is critical at the start-up stage of electric vehicles.
B、has no influence on consumers’ buying interest.
C、can greatly reduce the city’s pollutant emission.
D、should support the mass adoption of electric vehicles.
答案D
解析 推理判断题。根据题干关键词the public charging infrastructure定位至第四段第二、三句。由这两句可知，对于城市里的电动汽车潜在消费者来说，他们的购买欲望不会因是否有大规模的充电设施而产生大的区别，因此，在电动汽车的起步阶段，充电设施并不重要。但是，如果电动汽车的使用形成规模，这种基础设施就至关重要了，故[D]为正确答案。充电设施与环境的关系在文中没有涉及，因此排除[C]。
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