考虑消费者扶贫偏好的扶贫农产品引入策略研究

虽然我国完成了消除绝对贫困的艰巨任务,但相对贫困的地区依然存在,并且伴随着规模不经济、农户难以融入大市场等问题,建立扶贫品牌可以有效帮助贫困农户增收。因此,本文考虑了消费者的扶贫偏好,对来自贫困地区农产品(扶贫农产品)引入市场后的市场竞争进行探究后发现,(1)扶贫农产品的低价策略不会降低普通农产品的批发价格和零售价格,有利于市场稳定,但引入扶贫农产品总是有从普通农产品的市场中获取销量的趋势,零售商可以通过调整价格策略来增加整体市场覆盖率。(2)固定引入成本与规模不经济现象为扶贫农产品的引入设置了障碍。(3)扶贫偏好型消费者比例对普通农户产生影响,它们的溢价支付意愿对贫困农户产生影响,当这两个参数都达到一定水平时,零售商会主动引入扶贫农产品并采用高价策略。最后给出了立足于政府、企业和农民三个角度的管理学启示,旨在鼓励社会各方积极参与品牌扶贫。     

The role of charging and refuelling infrastructure in supporting zero-emission vehicle sales

Widespread uptake of battery electric, plug-in hybrid, and hydrogen fuel-cell vehicles (collectively zero-emissions vehicles or ZEVs) could help many regions achieve deep greenhouse gas mitigation goals. Using the case of Canada, this study investigates the extent to which increasing ZEV charging and refuelling availability may boost ZEV sales relative to other ZEV-supportive policies. We adapt a version of the Respondent-based Preferences and Constraints (REPAC) model using 2017 survey data from 1884 Canadian new vehicle-buyers to simulate the sales impacts of increasing electric vehicle charging access at home, work, public destinations, and on highways, as well as increasing hydrogen refuelling station access. REPAC is built from a stated preference choice model and represents constraints in supply and consumer awareness, as well as dynamics in ZEV policy out to 2030. Results suggest that new ZEV market share from 2020 to 2030 does not substantially benefit from increased infrastructure. Even when electric charging and hydrogen refuelling access are simulated to reach “universally” available levels by 2030, ZEV sales do not rise by more than 1.5 percentage points above the baseline trajectory. On the other hand, REPAC simulates ZEV market share rising as high as 30% by 2030 with strong ZEV-supportive policies, even without the addition of charging or refuelling infrastructure. These findings stem from low consumer valuation of infrastructure found in the stated preference model. Results suggest that achieving ambitious ZEV sale targets requires a comprehensive suite of policies beyond a focus on charging and refueling infrastructure.     

新能源汽车消费者充电行为习惯及配套设施使用现状分析

文章主要研究新能源汽车消费者充电习惯和行为特征,并探索不同城市级别、不同意识形态和不同充电设施消费者充电行为差异性。通过分析和对比,挖掘不同新能源汽车消费者充电特点,以及在充电过程中的主要困难和不便,一方面为新能源汽车企业了解消费者充电行为提供参考,另一方面为充电设施的完善和改进提供方向。此外,在分析消费者充电现状的同时,还进一步了解其对充电配套设施的需求和期望,为未来充电设施布局指明方向。     

Measuring the equity effects of a carbon charge on car commuters: A case study of Manchester Airport

This papers attempts to quantify the equity effect of a hypothesized economic instrument, a carbon charge on car commuters, for reducing carbon dioxide emissions produced by commuters on airport surface access. Manchester Airport is taken as a case study using staff Survey data from 2008 and 2010. Consumer welfare change is analysed for measuring the equity effects of carbon charge by user group, which considers the changes of travel mode choice, the carbon dioxide emissions reduction, the revenue from a carbon charge and how it is distributed. First, the individual carbon footprint in terms of gram passenger kilometre, and the damage cost of carbon by commuters on airport surface access are estimated. Next, the impact of carbon charge on travel behaviour is investigated by the nested logit model. Finally, the net effect of carbon charges is assessed by travel mode user, gender, job type, and age group. The results show some impacts of the carbon charge on car users and carbon reduction, and the positive effects on lower income group and less carbon commuters. The quantified results provide the evidences for the mitigation policies to combine monetary incentives with disincentives for travel behaviour change, and demonstrate the different equity effects among commuter groups.     

Is awareness of public charging associated with consumer interest in plug-in electric vehicles?

Policymakers often seek to increase the visibility of plug-in electric vehicle (PEV) chargers in public locations in effort to build familiarity and interest in PEVs. However, it is not clear if the visibility of public charging stations actually has an impact on PEV demand. The purposes of the present study are to (1) assess the current levels of visibility for public PEV charging infrastructure within Canada and (2) identify whether or not a statistically significant relationship exists between consumer awareness of public charging infrastructure and interest in purchasing a PEV. We use data collected from a sample of 1739 Canadian new-vehicle buyers in 2013. About 18% of Canadian respondents have seen at least one public charger, while the proportion is highest in British Columbia (31%). We find a significant bivariate relationship between public charger awareness and PEV interest. However, when controlling for multiple explanatory variables in regression analyses, the relationship is weak or non-existent. While perceived existence of at least one charger exhibits no significant relationship with PEV interest, perceived existence of multiple chargers can have a weak but significant relationship. Thus, public charger awareness is not a strong predictor of PEV interest; other variables are more important, such as the availability of level 1 (110/120-volt) charging at home.     

Anticipating PEV buyers’ acceptance of utility controlled charging

Utility controlled-charging (UCC) of plug-in electric vehicles (PEVs) could potentially align vehicle charging with the availability of intermittent, renewable electricity sources. We investigated the case of a nightly charging program where the electric utility can control home PEV charging. To explore consumer acceptance of this form of UCC, we implemented a web-based survey of new vehicle buyers in Canada (n = 1470). The survey assessed interest in PEVs, explained UCC, and elicited openness to UCC through attitudinal questions and a stated choice experiment. We find potential for UCC support among one-half to two-thirds of respondents interested in purchasing a PEV, depending on the scenario. However, some respondents express concerns with privacy and loss of control. To quantify preferences for UCC, we estimated a latent class choice model where respondents chose between different PEV charging programs. The model identified four distinct respondent segments (or classes) that vary in their acceptance of UCC, as well as their valuation of renewable electricity, saving money on their electrical bill, and undergoing charging inconvenience. The overall sample was more sensitive to cost incentives than to renewable incentives, where cost-based UCC programs garnered 63–78% enrollment while renewable-based programs garnered only 49–59% enrollment. Overall, we observe the potential for widespread acceptance of UCC programs among Canadian PEV buyers, but program design and deployment will need to carefully acknowledge the various motivations and concerns of different vehicle buyer segments.     

How might potential future plug-in electric vehicle buyers differ from current “Pioneer” owners?

The entry of various plug-in electric vehicles (PEVs) into the passenger vehicle sector provides novel opportunities to learn about the potential for future PEV markets. However, early PEV buyers (or “Pioneers”) can substantially differ from present conventional vehicle owners that have interest in purchasing PEVs in the future (or the “Potential Early Mainstream buyers”). To compare the characteristics, preferences, and motivations of Pioneers and Potential Early Mainstream buyers, we draw data from the Canadian Plug-in Electric Vehicle Study, a three-part mixed-mode survey with samples of PEV owners (n = 94) and conventional new vehicle buyers (n = 1754). We identify several significant differences in household characteristics, including income, education, and recharge access. In terms of preferences, Pioneers express extremely high valuation of PEVs and prefer pure battery electric vehicle (BEV) designs over plug-in hybrid electric (PHEV) designs. In contrast, Potential Early Mainstream respondents prefer PHEVs. Both Pioneer and Potential Early Mainstream respondents are similarly cautious about controlled charging programs, but Pioneers place five times as much value on using electricity generated from renewable sources than the Potential Early Mainstream. Pioneers also tend to have different motivations, including significantly higher levels of environmental concern, and higher engagement in environment- and technology-oriented lifestyles. Policymakers, automakers, and electric utilities that anticipate a transition to electric mobility ought to consider how potential future PEV buyers may differ in their vehicle preferences, usage and motivations relative to current PEV owners.     

Who will buy electric vehicles? Identifying early adopters in Germany

Electric vehicles (EVs) have noteworthy potential to reduce global and local emissions and are expected to become a relevant future market for vehicle sales. Both policy makers and car manufacturers have an interest to understand the first large EV user group, frequently referred to as ‘early adopters’. However, there are only a few empirical results available for this important group. In this paper, we analyse and discuss several empirical data sets from Germany, characterising this user group from both a user and a product perspective, i.e. who is willing to buy an EV and who should buy one. Our results show that the most likely group of private EV buyers in Germany are middle-aged men with technical professions living in rural or suburban multi-person households. They own a large share of vehicles in general, are more likely to profit from the economical benefits of these vehicles due to their annual vehicle kilometres travelled and the share of inner-city driving. They state a higher willingness to buy electric vehicles than other potential adopter groups and their higher socio-economic status allows them to purchase EVs. In contrast to this, inhabitants of major cities are less likely to buy EVs since they form a small group of car owners in general, their mileage is too low for EVs to pay off economically and they state lower interest and lower willingness to pay for EVs than other groups. Our results indicate that transport policy promoting EVs should focus on middle-aged men with families from rural and sub-urban cities as first private EV buyers.     

A choice experiment on alternative fuel vehicle preferences of private car owners in the Netherlands

This paper presents results of an online stated choice experiment on preferences of Dutch private car owners for alternative fuel vehicles (AFVs) and their characteristics. Results show that negative preferences for alternative fuel vehicles are large, especially for the electric and fuel cell car, mostly as a result of their limited driving range and considerable refueling times. Preference for AFVs increases considerably with improvements on driving range, refueling time and fuel availability. Negative AFV preferences remain, however, also with substantial improvements in AFV characteristics; the remaining willingness to accept is on average € 10,000–€ 20,000 per AFV. Results from a mixed logit model show that consumer preferences for AFVs and AFV characteristics are heterogeneous to a large extent, in particular for the electric car, additional detour time and fuel time for the electric and fuel cell car. An interaction model reveals that annual mileage is by far the most important factor that determines heterogeneity in preferences for the electric and fuel cell car. When annual mileage increases, the preference for electric and fuel cell cars decreases substantially, whilst the willingness to pay for driving range increases substantially. Other variables such as using the car for holidays abroad and the daily commute also appear to be relevant for car choice.     

Advances in consumer electric vehicle adoption research: A review and research agenda

In spite of the purported positive environmental consequences of electrifying the light duty vehicle fleet, the number of electric vehicles (EVs) in use is still insignificant. One reason for the modest adoption figures is that the mass acceptance of EVs to a large extent is reliant on consumers’ perception of EVs. This paper presents a comprehensive overview of the drivers for and barriers against consumer adoption of plug-in EVs, as well as an overview of the theoretical perspectives that have been utilized for understanding consumer intentions and adoption behavior towards EVs. In addition, we identify gaps and limitations in existing research and suggest areas in which future research would be able to contribute.