Assessing the factors affecting the acceptance of electric vehicle in socio-

demographic landscape of San Lorenzo, Makati, Philippines for Agent-Based

Modeling

A Thesis
Presented to the
School of Mechanical and Manufacturing Engineering
Mapúa Institute of Technology

In Partial Fulfillment
of the Requirements for the Degree of
Bachelor of Science in Mechanical Engineering

By:

dela Fuente, Mark Jose C.

2011101305

Laviña, Lorenso Miguel A.

2011110401

Maravilla, Ronaldo C.
2011104306

Mendoza, Jeffrey I.
2011170553

Monghit, Daryl Charles B.

2011140813

January 2016
ii
 ABSTRACT

Electric vehicles (EVs) are being considered by the government as one of the feasible

modes of transportation because of the depletion of fossil fuels and environmental issues

associated with the use of gasoline engine vehicles. This is due to the fact that the use of electric

vehicles does not burn gasoline and does not have tailpipe emissions which contribute to pollution.

The purpose of this study is to assess the capability of residents of barangay San Lorenzo, Makati

to adapt to electric vehicles considering instrumental factors taken from previous studies such as

cost, safety, reliability, battery range, and charging infrastructure. The researchers developed a

survey questionnaire that was used in the study. Included in the questionnaire are relevant elements

that may improve the quality of the results such as their knowledge and awareness of EVs, factors

they consider prior to purchasing a vehicle, EVs they have had experienced with, how much they

are willing to pay more for an EV, and lastly, the factor they consider most if they are to purchase

an EV in the future. Also, the results are compared with the results from previous studies. Data

acquired from this study will be used as an input to an agent-based model which simulated the

interactions and behavior of individuals given the identified factors.

iii
 ACKNOWLEDGEMENT

The group would like to show their appreciation to those people who gave their support

and guidance in the making and completion of their thesis.

First of all, the researchers would like to thank God for all the guidance, the blessings He

bestowed on us and for the safety He provided throughout the journey of the group as they finish

their thesis.

Secondly, to the researchers’ thesis adviser Engr. Igmedio F. Isla for all the patience and

guidance throughout the group’s journey in making this research possible.

To the residents of San Lorenzo, Makati especially to people who lent the researchers their

time in answering the questionnaires. The group expresses their deepest gratitude.

Lastly, to all the researchers’ family and friends who showed a never-ending love and

support. The group is really appreciative of them.

iv
 Table of Contents
Title page ............................................................................................................................. i
Approval Sheet.................................................................................................................... ii
Abstract .............................................................................................................................. iii
Acknowledgements ............................................................................................................ iv
Table of Contents .................................................................................................................v
List of Figures ................................................................................................................... vii
List of Tables ..................................................................................................................... ix

Chapter

1 Introduction ............................................................................................................1
1.1 Overview and Background .............................................................................1
1.2 Statement of the Problem ................................................................................5
1.3 Objectives of the Study ...................................................................................5
1.3.1 General Objectives ................................................................................5
1.3.2 Specific Objectives ................................................................................6
1.4 Significance of the Study ................................................................................6
1.5 Scope and Limitations.....................................................................................6

2 Review of Related Literature .................................................................................8

2.1 Related Studies................................................................................................8
2.1.1 Analysis of Research in Consumer Behavior of Automobile
Passenger Car Customer .......................................................................8
2.1.2 Barriers to widespread adoption of electric vehicles: An analysis
of consumer attitudes and perceptions ................................................12
2.1.3 Philippine Electric Vehicle Industry growth agenda ...........................18
2.1.4 Infrastructure to facilitate usage of electric vehicles and its impact ....25
2.1.5 Quantifying the costs of a rapid transition to electric vehicles ............32
2.1.6 Car use: lust and must. Instrumental, symbolic and affective
motives for car use ...............................................................................43
2.1.7 Willingness to pay for electric vehicles and their attributes ...............44
2.1.8 What vehicle features are considered important when buying
an automobile? An examination of driver preferences by age
and gender ............................................................................................48

2.2 Related Literature..........................................................................................53

2.2.1 Battery Electric Vehicle (BEV) ...........................................................53
2.2.2 Hybrid Electric Vehicle (HEV) ...........................................................53
2.2.3 Plug-in Hybrid Electric Vehicle (PHEV) ............................................53
2.2.4 Carbon footprint ...................................................................................53

v
 3 Theoretical Considerations ...................................................................................54
3.1 Determination of Sample Size ......................................................................54
3.2 Sampling Technique .....................................................................................55
3.3 Percentage Calculation..................................................................................55
3.4 Average Ranking ..........................................................................................56

4 Methodology .........................................................................................................57
4.1 Identifying the factors ...................................................................................58
4.2 Questionnaire Design ....................................................................................58
4.3 Selection of Target Population......................................................................59
4.4 Sample Size Calculation ...............................................................................61
4.5 Pilot Test of Survey ......................................................................................61
4.6 Conduction of Survey ...................................................................................62
4.7 Data Analysis and Conclusion ......................................................................62

5 Discussion and Analysis of Results ......................................................................63

5.1 Vehicle usage and behavior ..........................................................................63
5.2 Knowledge on Electric vehicles....................................................................68
5.3 Adaptability to Electric vehicle ....................................................................71

6 Conclusion and Recommendations .......................................................................79

6.1 Conclusion ....................................................................................................79
6.1.1 Walkthrough ........................................................................................79
6.1.2 Vehicle Usage and Behavior ................................................................80
6.1.3 Knowledge on Electric Vehicles ..........................................................80
6.1.4 Adaptability to Electric Vehicle...........................................................81
6.2 Recommendations .........................................................................................82

References ..........................................................................................................................84

Appendices
A Two-Tailed P Values For Z Statistics ..................................................................86
B Sample Size Calculation.......................................................................................87
C Ranking Based Calculation For Common Vehicle Attributes .............................89
D Ranking Based Calculation For Electric Vehicle Attributes ................................91
E Ranking Based Calculation About The Respondents Reaction Regarding
The Viability Of An Electric Vehicle ...................................................................92
F Percentage Weight Calculation For Factors Considered When Buying
An Electric Vehicle ..............................................................................................94
G Survey Questionnaire ............................................................................................95
H Sample Survey ....................................................................................................101
I Survey Documentation ........................................................................................109
J Gantt Chart ..........................................................................................................112
K Total Expenses ....................................................................................................113

vi
 List of Figures

Figure 2-1 The Consumer’s Decision Making Process in Buying a Vehicle ...................9
Figure 2-2 Factors considered by the drivers when buying a vehicle.............................11
Figure 2-3 Classification of Electric Vehicles ................................................................13
Figure 2-4 Philippine Motor Vehicle Profile ..................................................................18
Figure 2-5 Philippines’ Automotive Domestic Market Performance... ..........................19
Figure 2-6 Philippines’ Domestic Market Projection .....................................................20
Figure 2-7 Proposed Electric Vehicle Development Timeframe ....................................21
Figure 2-8 Electric Vehicle Projected Production Volume ............................................22
Figure 2-9 Common type of electric vehicle charger in Chengdu, China provided
by Chinese National grid ..............................................................................25
Figure 2-10 Overhead Charging system in Gothenburg, Sweden ....................................26
Figure 2-11 Bus depot in Ninjang, consisting of charging station and battery
swap station ...................................................................................................27
Figure 2-12 Expo site in Pudong, Shanghai with a fully automated battery
swapping station............................................................................................28
Figure 2-13 EVs estimated acceptance from the year 2014 up to 2035 ...........................36
Figure 2-14 Cost of Scenarios: 1 and 2 .............................................................................39
Figure 2-15 Distributed costs considering the capital cost, operation and
maintenance and fuel over time for continued usage of ICE vehicles
for a High Cost Scenario …………. .............................................................40
Figure 2-16 Distributed costs in capital cost, operation and maintenance and fuel
Over time for continued usage of ICE vehicles for a High Cost Scenario.. .41
Figure 2-17 Low cost scenario comparison of the total cost in both options of
continued usage of ICEs and a rapid shift to EVs. .......................................42
Figure 2-18 Graph of the total surveyed drivers rating for each of the eight
vehicle’s features level of importance in buying a vehicle. ..........................51
Figure 2-19 Comparison of level of importance of vehicle
attributes by gender ....................................................................................... 51
Figure 4-1 Research Study Flow Diagram......................................................................57
Figure 4-2 Vicinity Map of City of Makati ....................................................................59
Figure 4-3 Vicinity Map of Barangay San Lorenzo, Makati City ..................................60
Figure 5-1 Fraction of the respondents living in San Lorenzo, Makati ..........................64
Figure 5-2 Demographics by Age and Gender of respondents living in
San Lorenzo, Makati .....................................................................................64
Figure 5-3 Demographics by Income and Level of Education of respondents
living in San Lorenzo, Makati.......................................................................65
Figure 5-4 Vehicle ownership of respondents living in San Lorenzo, Makati ...............66
Figure 5-5 Average travel distance of respondents in kilometers per day ......................67
Figure 5-6 Common Vehicle attributes favored by respondents ....................................67
Figure 5-7 Respondents’ self-evaluation regarding their level of knowledge on
Electric Vehicles ...........................................................................................70
Figure 5-8 Familiarization of respondents to three types of available Electric
Vehicle Technology ......................................................................................70

vii
Figure 5-9 Respondents’ experience on the different types of electric vehicle ..............71
Figure 5-10 Respondents’ perception on electric vehicle adaptation ...............................72
Figure 5-11 Respondents’ sentiment on electric vehicle adaptation relating cost
and environment............................................................................................73
Figure 5-12 Respondents’ declared budget for electric vehicle acquisition .....................74
Figure 5-13 Respondents’ Preferred Vehicle type to dominate Public
Transportation Sector ....................................................................................74
Figure 5-14 Degree of Attraction of the respondents towards Electric Vehicle
Attributes.......................................................................................................75
Figure 5-15 Factors considered by respondents when buying an electric vehicle ............77
Figure 5-16 Effect of Income to factors considered when buying an electric vehicle .....77

viii
 List of Tables

Table 2-1 Parameters that affects the Consumer’s Behavior ..........................................10

Table 2-2 Characteristics of the respondents ..................................................................15
Table 2-3 Respondents experience with Alternative Fuel Vehicles ...............................15
Table 2-4 Consumers concern about EVs .......................................................................16
Table 2-5 Comparison of Vehicles’ 10-year cost of ownership .....................................16
Table 2-6 Respondents ranking of EVs sustainability ....................................................17
Table 2-7 Proposed Fiscal Incentives for Electric Vehicles ...........................................23
Table 2-8 Proposed Non-Fiscal Incentives for Electric Vehicles ...................................24
Table 2-9 Summary of the assumptions of the high cost and low cost scenarios
used in the study .............................................................................................34
Table 2-10 The capital cost of new ICEs year in the 2014, used imported ICE
in the year 2014 and new EV in the year 2015 for each vehicle
used in the study. ............................................................................................37
Table 2-11 Capital cost of EV’s charging infrastructures procurement and installation..37
Table 2-12 Operation and Maintenance (O&M) capital cost of the vehicles ...................38
Table 2-13 Total cost’s net present value from 2015 to 2035. .........................................43
Table 2-14 Attributes of EVs used in the Choice Experiment...........................................45
Table 2-15 Sample EV choice set in questionnaire. ..........................................................46
Table 2-16 Distribution of choices among alternatives. ....................................................46
Table 2-17 Comparison between sample and census data. ................................................47
Table 2-18 Ranking of Vehicle attribute importance to drivers. .......................................49
Table 2-19 Vehicle attributes importance using a two-way ANOVA test. .......................50

ix
 CHAPTER 1

INTRODUCTION

Electric vehicle uses an electric motor for propulsion. An electric vehicle can be powered

using electricity which may come from a range of energy sources available. This study

focused on the evaluation of the factors that impede the acceptance of electric vehicle in

the Philippine market. This chapter presents the background, statement of the problem,

objectives, significance, and the scope and limitation of the study.

1.1 Overview and Background

Electric vehicles burn no gasoline and have no tailpipe emissions; therefore, it can

reduce the dependence on the fossil fuels which is the main energy source of

conventional vehicles. Although fossil fuels are formed via natural processes it is still

considered as a non-renewable resource because it takes millions of years to form.

Issues have arisen regarding the depletion of fossil fuels which is considered as the

main source of energy.

The decrease of dependence on fossil fuels especially diesel and gasoline will also

decrease the amount of pollution that come from this source of energy. The emission

of harmful gasses from these products does not only begin when the products are

consumed, it begins at the moment the extraction process starts. Emission came from

the equipment used in extracting the fossil fuel deposits from the ground, a lot of

heavy duty machine like large trucks and drilling machine are used for the process.

The emissions of pollutants continue up to the process of transporting the refined fuel

products and until it is consumed by the vehicles. It is a continuous process and shall

1
not end. The used of conventional vehicles in the Philippines continue to grow

according to the Land Transportation Office (LTO). The increase in number of

vehicle almost doubled from 3.7 million to 6.6 million in the span of 10 years (2000-

2010).

There are a few laws that supports the supports the EV production in the

Philippines. Some of them are: Executive Order 226 “Omnibus Investment code” and

the Executive Order 488 which instigates changes in the import rates of elements

used in construction of alternative motor vehicles (Philippine Constitution). Under

the Article of E.O. 226, it is stated that this law will grant tax incentives to any

economic sector that are involve to projects that will help the growth of the Philippine

economy. E.O. 488 is promoting the efficient use of energy resources and the use of

alternative fuel vehicle technology.

Charging station is one of the main concerns if electric vehicles are produced. On

the survey conducted by a car manufacturer Nissan in Japan they said that the number

of charging station for electric vehicles (40,000 stations) has taken over the number

of petrol stations (35,000 stations). According to Joseph G. Peter, Nissan’s chief

finance officer, the important element for the electric market of EV’s to move forward

is the charging infrastructure. Nissan leaf is fully battery powered and when fully

charge it can run 172 kilometers. In China, for electric buses, swapping the batteries

at bus depot is their technique to recharge their buses. This technique can take up to

10 minutes, which is quite practical since charging battery may take up to 6 hours

during night time when power demand is low. They also developed a fast charging

grid in which charging only takes 30 – 60 seconds. In that short period of charging,

2
the battery is able to run the bus up to 5 kilometers. This was showcased at the 2010

Shanghai Expo.

Electric Vehicles costs more than conventional vehicles since the battery that

powered it is quite costly. Fortunately, continuous advancement of technology causes

cost of battery to decrease. In fact, it already decreased by 30% since 2009 (BNEF

2012). Currently, manufacturers such as Honda introduces an EV version to some of

their conventional vehicles such as the Honda Accord. Comparing the purchase price

of the model, one being conventional and the other is hybrid, the 2017 Honda Accord

Sedan LX CVT costs 23,155 USD and the 2017 Honda Accord Hybrid Base costs

29,605 USD. The price difference of the two is 6,450 USD, however some

differences are to be considered as well such as the mileage, Output power, torque

etc.

Makati is one of the cities in Philippines that has a large amount of business

establishments, according to Makati City business permits office on year 2011 Makati

City has 58,920 establishments therefore a lot on people are going in and out of

Makati City every day. Barangay San Lorenzo in Makati is a perfect location for the

study. It belongs to the Central Cluster; therefore, it is one of the richest barangay in

the Philippines. Lots of business establishments are operating in the vicinity such as

Greenbelt and Glorietta Malls, PLDT, Makati Medical Center and New World Hotel.

The researchers targeted the people working near or around Barangay San Lorenzo

Makati whether they will consider shifting their vehicle from gasoline/diesel powered

vehicle to electric powered vehicle since Barangay San Lorenzo has the highest

academic degree holder ratio with 0.4468.

3
 According to the article published by the climate-journal.asia dated June 24, 2015

Makati City is already utilizing 20 units E-jeepneys in which it targets passenger who

are those office workers around the area. Following the steps done by the City, Manila

Electric Co. (Meralco), Ateneo de Manila University and De La Salle University in

Cavite also have their own e-jeepneys roaming around and carrying passengers.

Agent-based modeling (ABM) simulates the interactions between variables that

are determined explicitly to agents which can be neither autonomous nor

heterogenous. Data from survey are needed before making an agent-based model.

Agent-based modeling is used to study the relationship between variables and agents.

ABM is commonly used in studies about transportation logistics and traffic flow (Dia

2002). Also, ABM is used in a study related to market penetration of PHEV (Sullivan

et al. 2009). ABM is divided into two parts to weigh the cost and benefit of a

particular variable determined (Mueller & de Haan 2009). The first part is called the

screening process. In this process, models were identified based on the variables

determined to see if the model is fit to the variables determined. After the screening-

process was the cost-benefit analysis which weighed the variables impact to agents

to see which of the following variable would be the priority in the study.

Agent attributes were associated with demographics which are age, gender,

income, and education. Other agent attributes were residential location, annual

vehicle miles travelled, fuel type, and fuel economy. Data that gathered in this study

were used in ABM to simulate the percentage of agents who are willing to adapt

electric vehicles considering the factors that are already determined such as Safety,

Reliability, Cost, Battery Range, and Charging Infrastructure.

4
1.2 Statement of the Problem

As of today, fossil fuels are the world's primary source of energy for transportation.

Several issues evoked due to the excessive usage of them. These issues include air,

water, land, thermal pollution and global warming. But the major issue is that if

people still fully depend on fossil fuels, it may be a major factor for the extinction of

Earth’s inhabitants. Therefore, to prevent this from happening it is advisable to resort

to a different technology like the electric vehicle to lessen the utilization of fossil

fuel. Migration from a conventional gasoline vehicle to an electric vehicle is one of

the solutions to resolve the issue of fossil fuel depletion. Currently in the Philippines,

still there are few laws regarding the electric vehicle and the incentives of an electric

vehicle owner. The biggest challenge now is determining the preferences of the

consumers in order for them to consider utilizing the electric vehicle or what are the

things that the government can do to persuade the consumers to migrate from

conventional vehicle to electric vehicle.

1.3 Objectives of the Study

This section covers the general and specific objectives of the study.

1.3.1 General Objectives

To evaluate the factors that influence consumers’ behavior towards the

acceptance of electric vehicles in barangay San Lorenzo, Makati,

Philippines.

5
 1.3.2 Specific Objectives

The specific objectives of the study are the following:

1.3.2.1 To develop a questionnaire based on previous studies that be used

for the survey process.

1.3.2.2 To conduct a study via survey on the consumers’ preferences in San

Lorenzo, Makati regarding electric vehicles.

1.3.2.3 To evaluate the consumers’ preferences in preparation for agent-

based modeling.

1.4 Significance of the Study

The study aims to evaluate the knowledge of the Filipino people about Electric

vehicles and their capabilities of adapting EV in the future. The data acquired in this

study could also be used as a reference by students or professionals who would make

an Agent-based model regarding electric vehicle adaptation. Also, this study might

be beneficial to manufacturers and anyone involve in future production of EVs as

they may focus on improving the major factor affecting the decision-making of future

buyers this study would come up.

1.5 Scope and Limitations

The study was limited to the instrumental factors which affects potential buyers’

decision in buying an EV. Instrumental factors are factors from the features of the

vehicle and everything related to it. The factors included in this study are safety, cost,

reliability, charging infrastructure, and battery range. Also, included in the study are

some relevant elements such as their knowledge and awareness of local EVs and their

preferred local EV for public transportation. The study was conducted around the

6
vicinity of barangay San Lorenzo, Makati in a form of survey. Data gathered were

analyzed and each factor were ranked by percentage as to which of them has the most

impact to potential buyers.

7
 CHAPTER 2

REVIEW OF RELATED LITERATURE

This chapter is about the related studies and literatures that served as bases of this study.

The related studies included in this chapter are mainly about the previous studies which

also focused on the assessment of different factors that affects the decision-making of

consumers in buying vehicles specially EVs. The researchers also included studies on

factors such as infrastructure and cost. The current situation of local EVs is included in this

chapter as well.

2.1 Related Studies

2.1.1 Analysis of Research in Consumer Behavior of Automobile

Passenger Car Customer (Shende, 2014)

The automotive industry is considered as one of the most competitive

industries. There is a significant growth in this industry due to increase in

disposable income and population. This study focuses on factors that affects

the consumer’s decision in buying a vehicle. Also, suggestions are provided

to improve the market sales of automobiles.

India is known as the second most populated country in the world. It has a

high growth rate which implies that there is a large demand in the automotive

industry.

Automotive industry in India has a high potential to rise because of the

following: India’s economy is rising resulting to people having more

disposable income, significant growth in the demand due to an increase in

8
public transportation patronage, vehicle acquisition are now provided with

low interest rate, increase in the availability of service centers and spare parts

and, improvement in road infrastructures.

Figure 2-1. The Consumer’s Decision Making Process in Buying a

Vehicle (Shende, 2014)

Figure 2-1 shows the decision making process a consumer undergo when

buying new vehicle. The first process is the Problem Recognition. In this

process, the need or the problem is recognized by the consumer and therefore

seek for a solution. The second process is the Information Search where the

consumer learns about the vehicles available in the market together with its

features and characteristics. The third process is the Evaluation and Selection

of Alternatives. In this process, the consumer evaluates the vehicles available

based on his needs. The fourth process is the Decision Implementation in

which the consumer chooses the specific brand that corresponds to his need.

Lastly, the fifth process which is the Post-Purchase Evaluation is greatly

influenced by the preceding decision making process. The process indicates

that if the consumer tends to buy again a vehicle, there is a chance that he

would not conduct an extensive information search. This will result to buying

a vehicle in a habitual manner which means buying a vehicle of the same

brand with low consideration of the price.

9
 Table 2-1. Parameters that affects the Consumer’s Behavior
(Shende, 2014)

In Table 2-1, the parameters that affects the consumer’s decision making

include Social, Economical, Political, Product & Technology, Demographic,

Geographic, and Psychographic. Factors affecting the consumer’s decision

making are classified by these seven parameters. Marketers should learn

about the consumer behavior and it would serve as their advantage.

10
 Figure 2-2. Factors considered by the drivers when buying a vehicle
(Shende, 2014)

Figure 2-2 shows the five most considered factors by the consumers when

buying a vehicle in percentage. The most important reason that the consumers

consider when buying a vehicle is the increase in disposable income. In

addition, family has a great impact in the consumer’s decision when buying a

vehicle.

The researchers proposed a solution to fasten the growth of the automotive

industry in India. First, given that the price of fuel in India is high due to its

dependability on fuel, vehicle manufacturers should look for alternative fuels

to power their vehicles. Also, manufacturers should consider the growth in

the disposable income and use this as an advantage when putting their vehicle

on the market. Second, the government should revise the vehicle taxation and

11
 improve the road condition. Third, advertisements should be provided to

supplement appropriate information to the consumer’s. Also, vehicle dealers

should properly assist their customers even after sales. Lastly, personal

preference of customers such as driving comfort, price, and style should be

considered by the manufacturers when designing their vehicle to attract more

customers.

2.1.2 Barriers to widespread adoption of electric vehicles: An analysis of consumer

attitudes and perceptions (Egbue & Long, 2012)

Electric vehicles are proposed as one of the solutions available in the issue

regarding fossil fuel depletion and increase in greenhouse gas emission which

are both associated with conventional vehicles. This study focuses on the

factors that acts as a hurdle in the acceptance of electric vehicles in the market.

A research relating to consumers’ preferences were taken to know which of

these factors have the greatest impact in the marketization of electric vehicles.

Also, sustainability issues of electric vehicles were addressed in this study.

Figure 2-3. Classification of Electric Vehicles (Egbue & Long, 2012)

12
 Figure 2-3 shows the three classifications of electric vehicles used in the

research. Electric vehicles are grouped as Hybrid Electric Vehicle (HEV),

Plug-in Hybrid Electric Vehicle (PHEV), and Battery Electric Vehicle (BEV).

HEV having the highest percentage of acceptance in the market followed by

PHEV then BEV.

The HEV combines with an internal combustion engine which provides a

higher fuel economy compared to conventional vehicles. The PHEV has a

smaller internal combustion engine compared to that of HEV and offers more

battery capacity that can propel the vehicle between 20 to 60 miles (Sovacool

& Hirsh, 2009). Lastly, the BEV acquires its power only from the battery thus

having the largest battery capacity that enables it to run at a maximum of 100

miles per charge.

Energy storage is the most significant part in electric vehicles. The battery

technology set the limits for the five major attributes: power, energy,

longevity, cost and safety. Energy storage is the biggest factor to consider in

owning an EV for it will determine how far the vehicle can travel. Also, it is

not suitable for long trips unlike PHEV and HEV. BEV is all-electric

powered which calls to the need of a charging infrastructure from point to

point so that the battery won’t run out. Since BEV is all electric powered large

part of cost of the whole vehicle is from the battery, an average cost of an

advance battery is between 800 USD to 1000 USD/kWh. The Department of

Energy (US) found a way to reduce the battery cost from 1200 USD/kWh to

300 USD/kWh in the span of year 2008 to 2016.

13
 The first issue to be considered is that consumers tend to resist new

technologies which they considered as alien.

The first obstacle that hinders electric vehicle adaptation is that consumers

usually do not patronize a product that they do not know. Thus, providing

sufficient information about electric vehicles is a must for the consumers to

consider buying an electric vehicle. The main barriers concerning the electric

vehicle are vehicle range, charging infrastructure, and cost. However, the

previously mentioned barriers only accounted to the technical part of the

socio-technical barriers relating to consumers. Social barriers include the

differences in the consumers’ opinions and perceptions. These can be

influenced by media, experience, attitudes, knowledge, and social norms.

The method used in this study is an internet-based survey. Over 500

responses were received but only 481 responses were considered in the

analysis because some have an issue because of incompleteness.

14
 Table 2-2. Characteristics of the respondents (Egbue &
Long, 2012)

Table 2-2 shows the characteristics of the respondents to the survey and

noticed that males and students from the age of 18-24 have the largest

participation.

Table 2-3. Respondents experience with Alternative Fuel Vehicles (Egbue

& Long, 2012)

Table 2-3 shows that a larger portion of the sample population is

knowledgeable of alternative fuel vehicles. The results showed that the

respondents are most knowledgeable of HEVs followed by PHEVs and lastly

BEVs.

15
 The research concluded that males are more likely to have an interest in

electric vehicles compared to females. Also, respondents that are college

graduates showed a more positive outlook in AFVs compared to respondents

that are not college graduates.

Table 2-4. Consumers concern about EVs (Egbue & Long,

2012)

Table 2-4 shows the top concern of consumers regarding electric vehicle

acquisition. The results showed that the top concern is the battery range with

a total of 158 responses followed by cost and charging infrastructure. The

study also showed that considering the gender, males have the largest concern

in the battery range while females have the largest concern in the vehicle cost.

Given that only one percent of the respondents identified safety as their

biggest concern, 57% of the total number of respondents consider EVs as a

safe mode of transportation.

16
 Table 2-5. Comparison of Vehicles’ 10-year cost of ownership
(Egbue & Long, 2012)

The table 2-5 above showing the cost of ownership given the two

different prices of gasoline. It shows that CV is the cheapest considering a

low price of gasoline and BEV is the cheapest considering high gasoline price.

Table 2-6. Respondents ranking of EVs sustainability (Egbue &

Long, 2012)

Table 2-6 is based on the environmental sustainability. It shows that

BEVs is ranked as the most sustainable followed by PHEVs and lastly HEVs.

The research showed that battery replacement costs contribute

significantly to the overall 10-year cost of electric vehicles. Thus, lowering

the price of the battery or prolonging the battery life will greatly reduce the

cost of ownership of an electric vehicle. Also, incentives can greatly promote

17
 the usage of electric vehicles and can help to make it competitive in the

market. The research also showed that gender, age, and education are the main

factors that affect the interest of consumers’ regarding electric vehicles.

Social influences such as media and social networks can be used as an

advantage by the marketers to promote electric vehicles.

2.1.3 Philippine Electric Vehicle Industry growth agenda (Villadolid, 2011)

Electric vehicle industry in the Philippines aims to promote the usage of

electric vehicles which are environmentally friendly and cost-effective. This

study focuses on the marketization of electric vehicle in the Philippines

provided with proposed electric vehicle roadmap. In this study, SWOT

analysis is used in the comparison of an electric vehicle and conventional

automotive vehicle. Also, recommendations are provided to boost the electric

vehicle market in the Philippines.

Figure 2-4. Philippine Motor Vehicle Profile (Villadolid, 2011)

18
 Figure 2-4 shows that majority of the vehicles are used privately by the

consumers followed by public vehicles. Motor vehicles incudes

tricycles/motorcycles, utility vehicles, cars, bus, trucks, and trailers.

Figure 2-5. Philippines’ Automotive Domestic Market Performance

(Villadolid, 2011)
Figure 2-5 shows the domestic automotive market performance from

year 2002 up to year 2011. In the year 2002, President Gloria Macapagal

Arroyo issued the Executive Order 156 to minimize smuggling and strengthen

the automotive industry in the Philippines. The E.O 156 bans the import of

second hand vehicles excluding buses, trucks, and special purpose vehicles.

It is noticed that after the E.O 156 is issued, the imported Completely Built

Up (CBU) vehicles increased while the imported vehicles from the informal

sector decreased.

19
 Figure 2-6. Philippines’ Domestic Market Projection (Villadolid, 2011)

In the Figure 2-6, industry sales are projected to reach more than 500K

units by the year of 2022. Electric vehicles in this projection includes E-Jeep,

Electric Tricycle, Electric Motorcycle, Commercial EV, E-Quad and Service

Vehicles. Electric vehicle sales are projected to reach 35K to 45K units

annually.

SWOT analysis is used to compare the advantages and disadvantages of

electric vehicles into conventional automotive vehicle vice versa. Key

advantages of putting electric vehicles in the Philippine market is that it will

reduce the Philippines’ cost on oil import, and will contribute to reduction in

pollution. Disadvantages of electric vehicles include technological failures

such as battery limitations, safety issues, and lack of rapid charging

technology. Switching to Electric vehicles may attract investors that might

help improve the economy. Threat is that consumers may not accept electric

vehicles because it is a new technology. On the other hand, conventional

20
automotive vehicle already exists and has a stable production capacity of

170K units. Disadvantages of conventional automotive vehicles include high

manufacturing costs due to imports and small domestic market base for

locally-produced vehicles. Opportunities include the rise on per capita income

and demographics in the Philippines. The major threat is the competition

among manufacturers in the regional area and the possible entry of a low-

priced vehicle that do not conform to the standards.

Figure 2-7. Proposed Electric Vehicle Development Timeframe (Villadolid,

2011)
In the Figure 2-7, Phase 1 focuses in the implementation of the program

bounded by rules and regulations. Phase 2 focuses in building the domestic

market with the help of the government. Phase 3 aims to increase the

production of electric vehicles that will result to the market expansion locally

and internationally. Lastly, Phase 4 aims to make electric vehicle as a

sustainable alternative source of transportation.

21
 Figure 2-8. Electric Vehicle Projected Production Volume (Villadolid,
2011)
In the Figure 2-8, full capacity utilization and expansion is noticed to

start in the year of 2015. After the production volume reached the installed

capacity of 170K units, Philippines might be able to export electric vehicles.

Existing government incentives for electric vehicles include Executive

Order 226 and Executive Order 488. E.O 226 or omnibus investments code

will provide Income Tax Holiday (ITH) to manufacturers/assembly of electric

vehicles, parts/components, and charging stations that will commit to the

2011 Investments Priorities Plan(IPP). E.O 448 aims to reduce the import

taxes imposed on electric vehicle parts up to zero rate.

22
 Table 2-7. Proposed Fiscal Incentives for Electric Vehicles
(Villadolid, 2011)

Table 2-7 shows the bills proposed in the Senate and House. It is noticed

that the bills provide tax exemptions to manufacturers, importers, users, and

operators. Also, it is noticed that minimal tax incentives are provided to those

who will convert their conventional automotive vehicles to electric vehicles.

23
 Table 2-8. Proposed Non-Fiscal Incentives for Electric Vehicles
(Villadolid, 2011)

Table 2-8 shows Non-fiscal incentives such as free parking space,

priority in franchise application, exemption from UVVRP and others are

provided to the users and operators of electric vehicles.

Recommendations are made in order to hasten the marketization of

electric vehicles in the Philippines and these are: Partner with a financing

institution, promote EV bill to EV cost, provide adequate charging stations,

build own manufacturing plant that is based here in the Philippines, and Get

the support of LGUs, LTO, and LTFRB.

24
2.1.4 Infrastructure to facilitate usage of electric vehicles and its impact (Y. Li,

2016)

Using electric vehicles are seen as solutions by many countries to reduce

carbon footprint and to reduce emitted toxins by vehicles. The acceptance of

electric vehicles in markets, differ from country to country.

Infrastructures such as charging stations or battery changing stations are

required for electric vehicles to operate. Presently for electric vehicles the

energy is supplied by mainly using charging stations. Electric vehicles would

only penetrate the market if these infrastructures are accessible which would

require cooperation from different people and organizations in order to build

such infrastructures such as city planners, energy companies and operators

regarding transport infrastructure. In order to facilitate collaboration among

different people and organizations and to promote vehicles in markets, the

government must provide strong support and suitable policies regarding these

infrastructures.

Figure 2-9. Common type of electric vehicle charger in Chengdu, China provided
by Chinese National grid (Y. Li, 2016)

25
 Passenger cars such as privately owned vehicles, cars for car sharing

scheme and taxis mainly uses the charging points or stations and a common

type of an electric vehicles charging station is shown in Figure 2-9 and buses

were taken into consideration in the studies conducted.

Figure 2-10. Overhead charging system in Gothenburg, Sweden (Y. Li, 2016)

Figure 2-10 shows overhead conductive charging systems and are

mostly used in bus stops and as fast charging stations. Charging stations on

buses can be at bus depots, which takes around 8 hours in total for a fully

charged battery. Charging is often done during night due to lower power

demands in the night and is a practice done in managing power demands in a

city. Beneficial applications of electric buses using Smart Grid can serve as

an electric storage facility. The first operational fast charging stations that

could enable buses to travel around 5 km in around 30 seconds to 1 minute of

charging in Shanghai, China during the World EXPO in 2010.

26
 Figure 2-11. Bus depot in Ninjang, consisting of charging station and
battery swap station (Y. Li, 2016)
It is easier to establish battery swapping stations and is hardly operated

by itself and takes less time compared to charging electric vehicles by

charging stations. In Nanjing, a bus depot charging facilities consist of 2

charging stations and a battery swapping station which has the ability to swap

72 batteries per day. Figure 2-11 shows an image of the bus depot in Ninjang

which consist both charging stations and battery swap stations.

27
Figure 2-12. Expo site in Pudong, Shanghai with a fully automated battery
swapping station (Y. Li, 2016)
In Pudong, Shanghai at the Shanghai Expo site seen in Figure 2-12 an

automated battery swapping station was built in which a remote battery

information system was used in in observing battery charging statuses. This

was used to notify drivers if the vehicles batteries were needed to be swapped.

Rapid increase in electric vehicles rose in numbers in many major

Chinese cities after the World EXPO 2010 occurred which deployed the

world’s first operational fully electric vehicles fleet in Shanghai. In 2012,

electric buses deployed in fleets 85% hybrid buses and the remaining 15%

were battery electric vehicles in a number of demo cities.

Additional policies were made to aid electric buses operations such as:

from subsidies to patrol to subsidies to consumption of energy by updating

the financial subsidies policies to public transport conducted by the Chinese

28
Ministry of Transport so that these subsidies can be received by the new

energy buses.

From the year 2011 and 2015, the policy of the Chinese government

new energy vehicles (NEV) deployment built 4000 public charging stations

and presently at 2016 to 2020 it is expected that 10,000 public charging

stations are to be built to enable electric vehicle to be driven in highways.

National standards regarding public charging stations was published in

China. At every 38 km along total 1500 km motorway section between

Beijing and Hunan province, China’s national grid placed charging stations

during 2015. Each of these stations has 4 charging poles charging 8 vehicles

simultaneously. The charging capacity of these chargers can charge a battery

at 80% of its capacity in 20 minutes equivalent to 150 km up to 200 km worth

of travel.

All of the charging stations in China rely on subsidies by the

government greatly for they are not sustainable financially. To help the

charging network by the use of public charging stations China planned to store

electricity by using public charging stations and as part of the National grid

scheme. Lower cost policies during off-peak hours were seen as one major

factor to consider.

China uses as well as promotes use of electric vehicles for public

transportation and private use in order to decrease pollution in urban areas

and the country is able to financially support purchasing and operations of

electric vehicles both in a nation-wide scale and local areas. The country’s

29
market is expected to further grow in both private market and public

transportation in time.

Most European countries which are able to invest their finance in public

charging infrastructure but as of the government of Brazil its public charging

stations depends on investment made by private sectors for it has no plan to

provide financial aid.

558 electric vehicles in Brazil were licensed in the year 2014 of August

stated by National Association of Vehicle Manufacturers in Brazil

(ANFAVEA, 2015) from less than a 100 in 2012 it grew fairly small

comparing to China and other countries in Europe rapid amount of growth of

electric vehicles.

In developed countries and China, Brazil’s market in comparison is left

far behind. even if fuels cost approximates 10% related to that of a

conventional vehicle, only if 3000 km is driven by the electric vehicle the

operating cost will only balance due to the purchase cost of an electric vehicle

in Brazil is high which mainly hinders its commercialization. (Chiaretti,

2015) As an example the cost of Renault Zoé, an electric vehicle which is

popular in France, due the tax import is higher and there are no subsidies

given by the government in Brazil, its price is 4 times the cost.

Small scale programs in Brazilian cities were conducted by

demonstrating electric vehicles usage. Some of the programs that were

implemented by C40 Cities Leadership Group which tested real-world driving

situations for emission and the energy consumed under 30 hours by 16 buses

30
following different bus routes given by the following cities transport

operators and their local authority who participated in the programs. Different

hybrid (diesel/electric) and full bus electric vehicles were used and were

compared with diesel engine buses. Test results and analysis conducted on

economic data were recorded and shared among the cities which helped speed

up decisions related to integration of efficient bus technologies which

produces low emissions conducted by the group of International Sustainable

System Research Center (ISSRC) in Bagota, Sao Paulo, Rio de Janeiro and

Santiago (C40, 2015).

Two of the first public charging station was installed by one of the

largest electric sector in Brazil the CPFL Energia. In order to create Brazils

first electric corridor charging stations CPFL Energia announced each

partnership with a motor station company the Grail Graal Network Service

Station Group between the cities of Campinas and São Paulo motorway routes

in year 2015 of June. Installations in Anhanguera and Bandeirantes highways

were included, two electric vehicles charging stations as agreed. The

programs Electric Mobility Programme installed total of 30 charging stations

in concession area of the group allowed free charging of any electric vehicles

to users registered in the programs and which are driven in the region and

these free charging would last while waiting for the charges for electric

mobility regulated by the National Electric Energy Agency (ANEEL). All

charging stations installed were fast charging stations capable in charging

80% of the battery’s capacity in around 30 minutes. Manufacturers of electric

31
 vehicles with plug type 2 (Menneke) are compatible with the used equipment,

which included BMW, Renault, and BYD which are three of the major

manufacturers of vehicles. The cost was estimated to be 30,000 US dollars

for each charging station with a singular charging pole for charging one

vehicle at a time.

Electric vehicles which are privately used still have not yet made a raise

in market despite implementations of public electric charging stations and the

said programs. Environmental campaign group or manufacturers of vehicles

such as BYD are the ones who mostly sponsor these programs and promote

the use of electric vehicles.

The government of Brazil does little effort due to domestic political

situation and is in a state of recession hence the government cuts the public

spending hence the lack of infrastructure supporting electric vehicles

operation were built and the lack of policies made to support and promote

electric vehicles Brazil, due to the following reasons the market is restricted

and is not likely to change in short amount of time.

2.1.5 Quantifying the costs of a rapid transition to electric vehicles (Riesz et al.,

2016)

In an earlier study from Deluchi and Lipman using a cost model showed

that for an EV to be cost effective and a substitute for ICEs, the needed price

in terms of manufacturing should be 100 USD per KWh. EVs would penetrate

the market more if the life of the battery could reach or exceeds 12 years and

could have a drive range between 150 to 200 km (Deluchhi et al., 2001). In

32
2016 the producer price inflation (PPI) when adjusted is equal to 130 USD

per KWh (Weiss et al., 2012). The costs of production of EV batteries were

300 USD per KWh made by market-primary manufacturers and was

discovered that the cost was decreasing 6-9% per annum. (Nykvist et al.,

2014). It was assumed in the earlier studies discussed that preferences of the

consumers and policy settings were constant.

This study having a given baseline scenario that the vehicles which uses

from internal combustion vehicles (ICEs) continuously, a model was used to

compare and quantify the financial costs in changing usage to electric vehicles

(EVs) in the year 2015 projected to 2035. The place of study was conducted

in Australia; a country that depends greatly on road transport and is possible

to attempt the transition to electric vehicles for it has an advanced economy

with high levels of vehicle ownership.

The limitations of the conducted study was: uncertainty of several cost

components, which was used in the model used. These several sources

uncertainties were in terms of technology and cost assumptions: replacement

cost for battery replacements (and by technology learning, the degree

decreasing cost over a certain period of time), estimations on costs of liquid

fuel, maintenance cost of EVs (since maintenance is a significant part of the

costs, and the broadly changing approximations for EVs likely future

maintenance cost), and; vehicles excluded in the conducted study were plug-

in vehicles and hybrid technologies since the aim of the study is to investigate

a zero carbon transport change. The vehicle ownership for each individual

33
 for potential trends to individuals was not included. The model used focused

only on urban areas in Australia for urban car travel and the charging of

vehicles occurs at residential areas. Since the place of study relies on coal-

fired generation at the present, the study conducted was to change usage to

electricity system.

Given the limitations of the study, two scenarios were considered having

different range of assumptions: the High Cost Scenario and the Low Cost

Scenario. The summary of the different assumptions in both cases were based

on different studies conducted previously. Table 2-9 shows the list of

assumptions used.

Table 2-9. Summary of the assumptions of the high cost and low cost scenarios used in
the study (Riesz et al., 2016)

High Cost Scenario Low Cost Scenario

EV capital costs Reach parity with ICEs in Reach parity with ICEs in

2035 (slow capital cost 2025 (fast capital cost

reduction) reduction)

Battery replacement costs Battery cost projections based Battery costs reduce more

upon the US Energy rapidly assuming significant

Information Administrations breakthroughs in EV battery

“Annual Energy Outlook” technology in line with the

reference case program goals established by

the USA Department of

Energy

34
Maintenance costs EV maintenance costs are EV maintenance costs are

assumed to be 75% of those assumed to be 20% of those

for ICEs for ICEs

Liquid fuel prices Liquid fuel prices follow a Liquid fuel prices follow a

central price projection, from high price projection from the

a model developed by the BITRE model

Bureau of Infrastructure.

Transport and Regional

Economics (BITRE)

Discount rate 8.0%

Timeframes The car fleet was assumed to be entirely converted to EVs by

2025, according to a logistics curve. Costs were quantified in

each year of a 20 year evaluation period (2015-2035) to capture

the long term financial effects of the transition to EVs

Size and composition of the Projected based on a linear extrapolation of historical trends

car fleet, and Vehicle

Kilometers Travelled (VKT)

Electricity costs Assumed purchase of 100% renewable electricity for all EV

charging, based upon electricity costs calculated

Battery replacement timing EV batteries were replaced after ten years of operation

Charging infrastructure A Level 2 charger was installed in every house when an EV is

purchased. For every new EV purchase a Level 2 public

charging unit was assumed to be installed somewhere in

35
 Australia. Rapid Charging Stations were included at a rate of

one station per five kilometer radius circle for all urban areas

in Australia. Each rapid charge station was assumed to have 10

rapid charge points

Several assumptions were made in conducting the study, given the 2

different scenarios: High Cost and Low Cost Scenarios. The assumptions

considered were the capital costs of EVs, the costs of replacing the batteries

of EVs, the cost of maintenance and the costs of liquid fuels. The discount

rate, several time frames were considered from 201 to 2035. The number,

types of electric vehicles used in the study. The costs of electricity in the

country of Australia were used. The replacement time of batteries was set for

10 years and afterwards should be replaced. Also, the charging infrastructures

used were assumed to be accessible in urban areas.

Figure 2-13. EVs estimated acceptance from the year 2014 up to 2035 (Riesz et
al., 2016)

36
 Logistics-type function or S-curve was used in generating the graph in

Figure 2-13 showing the EVs estimated acceptance as time goes by starting

from the year 2014 to 2035. The figure shows how fast which innovative

technologies are going to be and were employed.

Table 2-10. The capital cost of new ICEs year in the 2014, used imported
ICE in the year 2014 and new EV in the year 2015 for each vehicle used in the
study. (Riesz et al., 2016)

ICE vehicles are mature technology and for that reason the capital cost

were assumed to be constant between the year 2014 to the year 2035 in all of

Australia throughout the study and was applied in all states and territories. In

the case of high cost scenario and low cost scenario it was assumed and based

on a study in Australia It is achieved in 2025 (Low cost scenario) that ICE

and EVs price will be equivalent to one another and another study states that

the equivalent cost between those vehicles will be possible only in 2035 (High

cost scenario). The parity discussed previously is in terms of capital cost. In

obtaining the the capital cost the average of popular small, medium and lrge

ICE vehicles taken and listed in Table 2-10.

37
Table 2-11. Capital cost of EV’s charging infrastructures procurement and installation
(Riesz et al., 2016)

A model developed for infrastructure was developed in the cost of

deploying the EV charging infrastructures. The study was conducted with an

assumption that even though that electric vehicles can be charged using level

1 or a 10 A circuit charger, level 2 charging units will be sold with an EV

and are used instead. Public charging with level 2 charging units are

stationed in public areas as well and it was assumed that for all urban areas

in Australia within the area within a 5 km radius, to ensure and relieve issues

over the driven EVs range, rapid chargers were placed. Table 2-11 shows the

estimation on the capital cost of purchasing and installing electric vehicles

used in the study.

Table 2-12. Operation and Maintenance (O&M) capital cost of the vehicles (Riesz
et al., 2016)

Registration, insurance, service and repairs for ICE vehicles O&M were

included in the estimation. The costs were obtained by averaging the O&M

of popular vehicles having small, medium and large size. It was assumed that

the travelled distance per year of the vehicle is 15,000 km. The cost for EVs

38
maintenance are lower compared to ICEs equivalent, since the traction

motors and controllers of EV require little maintenance. EVs have fewer

parts which are moving compared to ICE. In high cost scenarios assumptions

was made, based on suggestions on EV maintenance cost have been assumed

to be 75% equivalent to ICE. In the low cost scenario it was assumed that

EV’s maintenance cost to be 20% equivalent ICE. For all vehicles for

registration and insurance, a value of a 15000 USD per annum was excluded.

Operation and Maintenance (O&M) capital cost of the vehicles are listed in

Table 2-12 for ICE vehicles.

Figure 2-14. Cost of Scenarios: 1 and 2 (Riesz et al., 2016)

The totality of the combined costs from the capital, charging

infrastructure, battery of EVs to be replaced and the maintenance cost were

39
 compared for Figure 2-14 having a High Cost Scenario 2015 to 2035 for two

options, Option 1: ICEs are continued to be use and Option 2: a 100% shift

to EVs and ICE are assumed to be completely phased out. It was calculated

that the continued usage of ICEs in a span of 20 years from 2015-2035, the

sum of the cost was $993 billion. The second option where ICEs assumed to

be phased out, it the billion e calculated cost was $1243 billion and was 25%

higher due to the high capital cost of EVs and battery replacement after 10

years of its battery life.

Figure 2-15. Distributed costs considering the capital cost, operation and
maintenance and fuel over time for continued usage of ICE vehicles for a High
Cost Scenario (Riesz et al., 2016)

Figures 2-15 shows that in a High Cost Scenario, the costs of option 1

a scenario which consumers of continued usage of ICEs and a fast change to

the usage EVs cost distributed over the year span of 2015 to 2035. In Option

1, as vehicles fleet size gradually increase, the cost gained increases over

time as well.

40
Figure 2-16. Distributed costs in capital cost, operation and maintenance and fuel
over time for continued usage of ICE vehicles for a High Cost Scenario (Riesz et
al., 2016)

In option 2 during the first decade as a number of vehicles are changed

to EVs a large capital investment is needed. As the timeframe goes by the

second decade of using EVs seemed that the cost are reduced significantly

because of the electricity cost are reduced in time compared to liquid fuels

and has lower maintenance cost. The cost of battery replacement is spanned

every 10 years is included in the Figure 2-16. The author who conducted the

study considered and noted a high discount rate of 8% an assessment in terms

of policy.

41
Figure 2-17. Low cost scenario comparison of the total cost in both options of
continued usage of ICEs and a rapid shift to EVs (Riesz et al., 2016)

In a Low cost scenario, Figure 2-17 shows the comparison of both

options combined cost. Over the period and expected year of 2015 to 2035

the costs of both options were discovered to be almost equal to one another.

The assumption was estimated in a Low Cost scenario that EVs and its

battery technology are low and the fuel prices are high. This shows that under

certain situations shifting to the usage of EVs might not have any additional

cost to solve and remove the green- house gases.

42
 Table 2-13. Total cost’s net present value from 2015 to 2035 (Riesz et al., 2016)

Higher capital costs were shown in the study in option 2 in shifting

100% to EVs compared to option 1 in continued usage ICEs due to the

replace needed to be done due to the battery life of a EV was assumed to be

10 years maximum. Table 2-13 shows each scenario’s components and in a

low-cost scenario the total fuel costs is slightly greater than the high cost

scenario for option 2.

2.1.6 Car use: lust and must. Instrumental, symbolic and affective motives for car

use (Steg, 2004)

There are three main factors why people consider the use of car. These

are instrumental, symbolic and affective factors. Under instrumental factors

are how fast the car runs, comfort while riding and its versatility. Symbolic

factors include; one’s social status and how one will look when using a car.

Affective factors this is more on feelings/emotion such as passion for cars,

pleasure and thrill when they are using a car.

A study conducted to see how people responds in terms of

instrumental, symbolic and affective motives. And according to the study

43
 when people was asked to evaluate on how they are attracted to a car feature

they tend to say instrumental factors and when the research task was

ambiguous the respondents answer focused more on the symbolic and

affective factor to the question why they find a car attractive. It shows that

respondents will not voluntarily state their symbolic and affective motives to

a car.

Another study was conducted by Stradling et al., (1999) He examined

how people would respond to questions if they are willing to reduce the time

spend driving their car and the affective benefits of driving. It was concluded

that 17% of the respondents will not reduce the time they spend on driving

rather than they will drive more in the future. The study shows that the

emotional attachment of people to their car give them reasons to increase

their driving time because of the satisfaction feeling it brought to them.

2.1.7 Willingness to pay for electric vehicles and their attributes (Hidru et al.,

2011)

This study was to estimate how many potential buyers will choose EV

given design variations. This study primarily limits to pure electric vehicle

only not hybrid nor plug-in hybrid EVs. Economic viability of EVs are not

satisfactory which was mainly because of high battery cost, incompetent

battery range and charging time, and limited charging infrastructures,

fortunately though as technology advances these causes are likely to be

neutralized.

44
 This study was done as a choice experiment in which 3029 respondents

are to select among their ideal gasoline vehicle and two electric versions of

that vehicle. Electric vehicle attributes used as factors were price, driving

range, fuel cost, charging time, pollution reduction, and performance as

shown in Table 2-14 below.

Table 2-14. Attributes of EVs used in the Choice Experiment (Hidru et al., 2011)

The final survey form consists four parts: questions regarding car

ownership, description of standard EVs, description of vehicle-to-grid EVs,

and a set of attitudinal and demographic questions. Shown above in Table 2-

15 is a sample question in the conducted internet-based survey.

45
 Table 2-15. Sample EV choice set in questionnaire (Hidru et al., 2011)

Table 2-16. Distribution of choices among alternatives (Hidru et al., 2011)

Table 2-16 shows the result of the experiment. Included is a “yea-say”

correction since respondents might have chosen electric options to show their

support for EV though in reality they will not buy an EV at the given price

and features. This option allows respondents to “I like the idea of EVs”

46
 which signifies that they are in favor of the concept of EV, “but not at these

prices” which shows their unwillingness to buy the said vehicle. The survey

was to mimic the general population with respect to age, income, education

and regional population. Shown below in Table 2-17 is the comparison of

the sample and the census.

Table 2-17. Comparison between sample and census data (Hidru et al., 2011)

The study was concluded shows that willingness of a potential buyer

decreases with age, way of living, beliefs of gas prices to soon rise

noticeably, and plug-accessibility at home. Unexpectedly, income is

irrelevant as well as owning multiple cars. Also, respondents were more

concern for savings in fuel and lesser harm to the environment.

It is also found that high pricing, incompetency of both battery range

and charging time are still the respondents’ main concerns about ECs. The

output of this study may be used to aim for certain populations in marketing,

for instance, youth makes a better target and income is irrelevant in finding

target population. Also, battery costs need to drop significantly for EV to be

more competitive.

47
2.1.8 What vehicle features are considered important when buying an

automobile? An examination of driver preferences by age and gender

(Vrkljan et al., 2011)

Due to high rates of accidents regarding vehicle incidents from the

youngest and oldest drivers, the improvement of certain vehicle features such

as crash avoidance technology and natural enhancements helped minimize

and prevent any damages to keep passengers and the driver itself safe. These

features have a significant effect on the consumer’s decision on what type of

vehicles to buy. This related literature aimed to determine the importance of

eight features of a vehicle and how do gender and age of different drivers

perceives these features.

Based on Euro New Car Assessment Program (NCAP) a consumer

survey was conducted. It showed that male consumers from ages 75 and

above were less concerned on the safety of the vehicle compared to other age

groups. Despite having both genders of the respondents being equally

concerned with the safeness of the vehicle, the study showed that in most

cases the final purchasing decision does not fall in the hands of female

genders.

In order to determine the importance of eight features of a vehicle

and how does the gender and age of different drivers perceives these features,

a survey was conducted via phone calls, having a sample size 2,002 Canadian

drivers from the ranges of 18 years old and above. The 47% of the sample

size were male and the remaining 53% were that of female gender.

48
 Table 2-18 shows a list of features of a vehicle, which the drivers

rated signifying its importance in purchasing certain types of vehicle.

Table 2-18. Ranking of Vehicle attribute importance to drivers (Vrkljan et al., 2011)

Table 2-18 shows the eight features of a vehicle that was rated by

drivers from 1-7, 1 being the least important to 7 being the most important

factor in deciding what type of vehicle to be bought. There was no

information regarding whether respondents owned and ever purchased a

vehicle. The features of the vehicle stated in the study are: the vehicle’s

seating and storage capacity, the drive range, the cost of vehicle, vehicle’s

performance, vehicle’s design, comfort, and reliability.

49
Table 2-19. Vehicle attributes importance using a two way ANOVA test (Vrkljan et al.,
2011)

Shown in Table 2-19 is a list showing which specific features when

purchasing a vehicle signify the most and least importance, a using two way-

ANOVA test. The study used two-way ANOVA test in analyzing the data,

the data showed that in comparison to all the eight features, the highest rated

of importance in all of the features of a vehicle was safety and reliability

oppositely the rated feature of a vehicle with least significance in purchasing

vehicles were performance and design.

Figure 2-18. Graph of the total surveyed drivers rating for each of the eight vehicle’s
features level of importance in buying a vehicle. (Vrkljan et al., 2011)

50
 Figure 2-18 shows a graph showing the level of importance rated by

the total surveyed drivers regarding each vehicle’s features. The reliability

of a vehicle, its drive range or mileage and safety features were three of the

highest rated features exceeding 50% of the total surveyed drivers.

Figure 2-19. Comparison of level of importance of vehicle attributes by gender

(Vrkljan et al., 2011)

Figure 2-19 showed different relationships based on gender and age

in affecting the driver’s decision making in purchasing vehicles. The data in

the study showed that the male or female drivers answers regarding the level

the importance of safety and performance as a feature of a vehicle was

dependent on the driver’s age.

In the results of the study, safety was rated in all female age groups

highly important in comparison to male drivers. For male drivers, as the age

groups goes up from youngest to highest, results of the level of importance

showed increase. Possibly transporting young and old family members for

examples which reflects the changes, a male driver lifestyle undergoes. This

increase was recommended for further study regarding the characteristics of

51
 drivers such as their attitude and risk that could have another huge effect in

purchasing decision of consumers.

Although it is often found that in car related incidents, young male

drivers and older female driver are the cause or are mainly responsible, data

showed that they rated the level of importance of safety lesser compared to

other genders in different age groups and favored the performance of the

vehicle better. The decision-making process in purchasing a vehicle, is

affected by the consumer’s desire in keeping a certain image or improving

their self-image through buying fast or vehicles having a higher performance

rating.

The least rated important attribute based on the conducted survey in

purchasing a vehicle were performance and design features. The design of

vehicles, were rated significantly higher for male drivers than female drivers

and data showed that the level of importance of design decreases for male

drivers as their age goes up.

2.2 Related Literature

This section provides additional information to terms which are considered

significant to the study.

2.2.1 Battery Electric Vehicle (BEV)

Battery Electric Vehicle is propelled by an electric drivetrain. The

vehicle gets its power from a battery installed within the vehicle. BEV has

no tailpipe meaning that it has no direct emissions (Bakker 2010).

52
2.2.2 Hybrid Electric Vehicle (HEV)

Hybrid Electric Vehicle is powered by two systems: gasoline and

electric. It has a fuel tank and a battery. Both systems are used to run the

transmission at the same time. The battery is not charged from the electric

grid but from the energy produced by the gasoline (Carley 2014).

2.2.3 Plug-in Hybrid Electric Vehicle (PHEV)

Plug-in Hybrid Electric Vehicle is a lot similar to the Hybrid Electric

Vehicle. It has a gasoline engine and an electric motor. The battery is also

charged by the energy produced in gasoline. The only difference is that the

battery can also be plugged into the electric grid (Carley 2014).

2.2.4 Carbon footprint

The totality of the carbon dioxide emitted both indirectly or directly

by certain actions is measured by the carbon foot print (Simmons 2012).

53
 CHAPTER 3

THEORETICAL CONSIDERATION

This chapter shows theories which are related to the study. This chapter includes

formulas used in statistical analysis and methodologies particularly determination of

sample size and sampling technique. Tables involved in each sub topics are shown in the

appendix section.

3.1 Determination of Sample Size

Sample size is the number of elements to be observed, in this case to be

questioned by means of a survey questionnaire. The sample size to be used in this

study was drawn from a finite population of barangay San Lorenzo, Makati

considering the working population age of 25 up to 60 years old.

To determine the sample size, factors needed were, the population, Margin of

Error, Confidence level, and Population Standard Deviation. For the population, to

obtain a reliable and consistent outcome, instead of estimating, the researchers

acquired the total number of working population at the said area in Makati. The

researchers used a Margin of Error of 5% and Confidence Level of 90%. The

Confidence Level of 90% gave us a Z score of 1.645 from Z-score Table. See

appendix A for values of Z-score with their corresponding confidence level values.

Lastly, the population standard deviation was assumed to be 0.5

(www.qualtrics.com/blog/).

54
 It is shown in equation (3.1) the formula in computing for Sample size in which

population is considered infinite.

2 (3.1)
𝑍𝑎⁄2 𝜎
𝑛=( )
𝐸

Where:
n = Sample Size
Z a/2 = Z-score corresponding to Confidence Level
σ = Population Standard Deviation
E = Margin of Error

Since the researchers considered finite population, the sample size needs to be

corrected. The corrected sample size was expressed as in equation (3.2):

𝑛 (3.2)
𝑚=
𝑛−1
1+ 𝑁

Where:
m = Corrected Sample Size
n = Sample Size
N = Finite Population

3.2 Sampling Technique

The researchers used Judgement Sampling Technique in conducting the survey.

Judgement sampling was a nonprobability method. In Judgement sampling, the

researchers selected a sample base on their judgement if the sample fits the survey

requirements.

3.3 Percentage Calculation

Percentage calculation, in mathematics the term which was used for description

of parts of a whole is percentages represented by the symbol %. Percent calculations

55
 were used to show that the changes whether that certain variable decreased or

increased in comparison to its original value. It can be expressed as in equation (3.3):

𝑁𝑒𝑤 𝑣𝑎𝑙𝑢𝑒 − 𝑂𝑟𝑖𝑔𝑖𝑛𝑎𝑙 𝑣𝑎𝑙𝑢𝑒 (3.3)

%= 𝑥 100
𝑂𝑟𝑖𝑔𝑖𝑛𝑎𝑙 𝑣𝑎𝑙𝑢𝑒

Where:
% = Percentage Calculated

3.4 Average Ranking

Average ranking was used to determine which of the following answer has the

largest weight (help.surveymonkey.com/articles/). Average ranking is usually

applied to Likert scales. The equation is shown below in equation (3.4)

x1 𝑤1 + x2 𝑤2 + . . . +𝑥𝑛 𝑤𝑛 (3.4)
𝐴𝑣𝑒𝑟𝑎𝑔𝑒 𝑟𝑎𝑛𝑘𝑖𝑛𝑔 =
𝑇𝑜𝑡𝑎𝑙

Where:
w = weight of ranked position
x = response count for answer choice

56
 CHAPTER 4

METHODOLOGY

This chapter focuses on the processes used by the researchers in order to obtain the

outcome of the study. Included in this chapter is the design of the questionnaire and how it

was used to establish the linkage between the demographics and the factor. Moreover, the

design of decision making process of an individual in obtaining EVs is evaluated in this

chapter.

Figure 4-1. Research Study Flow Diagram

57
4.1 Identifying the factors

The objective of this study is to evaluate the level of acceptance of the Makati

community towards electric vehicles. This part was the determination of factors

from past studies that analyses the customer's attitude and perception towards

electric vehicle adaptation in the automobile market that suited the socio-

demographical state of the said area and from that, the researchers derived a

questionnaire that served as the primary data source for this study.

4.2 Questionnaire Design

The researchers has developed a face to face survey format for this study to

gather the data from the target population. This study gathered the opinions,

perceptions and attitudes of the future owners of EVs. Data have been collected

from the working population of the selected area in Makati City. In this study, the

researchers considered the said group to be likely those who will only adopt if they

perceive that the electric vehicles are sustainable. In addition to the choice

experiments, the questionnaire was divided into parts that addresses the data needs

for the study. These are: respondents’ information (socio-economics and

demographic), vehicle usage and travel behavior, knowledge on electric vehicles

(EVs), and adaptability of the electric vehicle.

58
4.3 Selection of Target Population

Figure 4-2. Vicinity Map of City of Makati

Makati City as shown in Figure 4-2 is widely known for its commercial areas that

support its recognized role as the Philippine’s financial and business center. It should

be noted, however, that land devoted to commercial use comprises only about

14.82% of the City’s total land area. At the core of the City is the Central Business

District (CBD), which hosts the headquarters of the biggest banks and corporations

in the Philippines.

59
 Makati emerges as the monetary heart of the Philippines and additionally one of

a few key budgetary, expert and business focuses inside all the Asian nations. It

additionally houses the persuasive Makati Business Club and the Philippine Stock

Exchange, Makati has legitimately earned the moniker and status of the Financial

Capital of the Philippines.

Makati is a traffic generator for greater Metropolitan Manila Area since it is the

Central Business District of the country. The City pulls in a lot of vehicle movement

because of its large resident population and it is’ dominatingly service oriented

economy. Consequently, the City manages the in-bound and out-bound movement

amid the daytime and nighttime hours separately. Based on 2011 estimates, Makati

generates 594,872 vehicle trips daily equivalent to about 13% of the 4.5 million

Metro Manila vehicle trips. In terms of vehicle composition, of the total traffic

generated by the City, 55% is car; 25% jeepneys; 6% buses; and, 14% trucks or

goods vehicles.

Figure 4-3: Vicinity map of Barangay San Lorenzo, Makati City

60
 For this study, the researchers chose Barangay San Lorenzo as shown in Figure

4-3 for its specific zone in Makati City where there is a vast working population and

it is one of the richest barangays. The community also have the Makati green route

where E-jeep is routing through Legaspi and Salcedo Village. The area incorporates

local business establishment, shopping center and residential. Respondents were

then indiscriminately chosen on spot to be met for a survey.

4.4 Sample Size Calculation

In computing for the sample size, infinite population is first considered as shown

in equation (3.1) in the Theoretical Considerations. Then the researchers obtained

data based on the number of possible respondents that suits the criteria for the

selection. A finite population was then used as in equation 3.2. Actual computation

of sample size can be found in Appendix B.

4.5 Pilot Test of Survey

The researchers have tested the questionnaire to the 10% of the sample

population, which was similar to the actual survey population (10% of m = 26) before

implementing it to the target number of population at barangay San Lorenzo, Makati

City. The population to be tested doesn’t need to be working and living at Barangay

San Lorenzo but they should belong to the working population. The results from this

has tested the validity of the questionnaire for the target population and study. It

helped the researchers to improve the questionnaires. After revision of the

questionnaire, the researchers commenced with the actual survey.

61
4.6 Conduction of Survey

The researchers have conducted an on-site internet-based survey at Barangay San

Lorenzo. The target population comprises of mainly working and living at the

location who are the current owners of the vehicles and also to gather opinions,

awareness and viewpoints of the individuals who are prospective owners of EVs.

They have been considered as the potential users of the technology because they

considered the EVs was the superior in majority.

4.7 Data Analysis and Conclusion

In the accompanying sections, the researchers analyzed the outcomes from the

questionnaire by utilizing Statistical Analysis and relate the respondent’s reactions in

diverse classifications. The last stage is the decision making process, the researchers

analyzed the data from the Likert Scale to produce a point system that evaluates the

level of acceptance of the EV’s based on the relationship between the socio-

demographic variables and the known factors that blocks the adaptation of EV’s in

Makati City.

62
 CHAPTER 5

DISCUSSION AND ANALYSIS OF RESULTS

This chapter includes the outcome of the survey done and the evaluation of the data

acquired during the conduction of survey.

5.1 Vehicle usage and behavior

This section contains the results obtained regarding the vehicle usage and

behavior of the respondents. The respondents were asked to fill up questions

concerning their age, gender, income, and level of education attained. The group

tried to conduct a survey in a residential subdivision in barangay San Lorenzo but

unfortunately the administration did not allow the researchers to conduct a house to

house survey due to the rules of the subdivision. In response to the situation, the

group conducted the survey in public areas around barangay San Lorenzo thus

including the question regarding the respondents’ residency in the survey

questionnaire. Data gathered from the survey are filtered. Only the data from the

residents of barangay San Lorenzo are discussed and analyzed according to the

scope of the study. The total number of responses obtained are 316 but only 260

responses were considered in the analysis because the other respondents did not

comply with the requirements as shown in figure 5-1.

In Figure 5-2, age and gender composition of the respondents are presented. The

ranges of age considered in this study are assumed to belong to the working

population. It is evaluated that most of the respondents belong to the age range of

25-30 years old followed by the age range of 31-35 years old.

63
 Population Distribution of Respondents

18%

Yes
No
82%

Figure 5-1. Fraction of the respondents living in San Lorenzo, Makati

Age and Gender Composition

70
61
60 57
Number of respondents

50

40
33 32
30

20 17
15
13
10 7 8
5 6
3 3
0
0
25-30 31-35 36-40 41-45 46-50 51-55 56-60

Age
Male Female

Figure 5-2. Demographics by Age and Gender of respondents living in San Lorenzo,
Makati

64
 Figure 5-3 shows the data of respondents’ income with their corresponding

highest level of education attained. It is evaluated that majority of the respondents

are college graduates with total respondents of 203 and monthly household income

varying from less than P15,000 to greater than P100,000. It could be observed that

respondents which are college graduates can generate a monthly household income

higher than the rest. Figure 5-4 shows the fraction of respondents that owns a

vehicle. Among the 260 respondents, 133 have vehicles. The fraction of respondents

that does not own a vehicle is not required to answer the vehicle usage related

questions and were only asked to answer questions related to their behavior towards

vehicle acquisition.

Income by Education Attainment

19
88
COLLEGE GRADUATE 68
19
9
18
15
COLLEGE LEVEL 3
1
1
2
Level of Education

3
VOCATIONAL 2
0
0
7
4
HIGH SCHOOL 0
0
0
1
0
ELEMENTARY 0
0
0
0 10 20 30 40 50 60 70 80 90 100

Number of Respondents

<P15,000 P15,000-P30,000 P30,001-P75,000 P75,000-P100,000 >P100,000

Figure 5-3. Demographics by Income and Level of Education of respondents living in

San Lorenzo, Makati

65
 Vehicle Ownership

49% Yes No
51%

Figure 5-4. Vehicle ownership of respondents living in San Lorenzo, Makati

Figure 5-5 shows the average travel distance of respondents in kilometers per day.

Analyzing the data of the respondents currently owning a vehicle, it is evaluated that

most of them are only travelling a distance less than 20km a day thus providing more

opportunity for Battery Electric Vehicles (BEV) to enter the market.

Figure 5-6 shows the common vehicle attributes considered by the consumers

when buying a vehicle. Ranking among the common vehicle attributes are made to

analyze the data to see which of the following is the most favored by the respondents.

The results of the ranking are as follows: Fuel Consumption – 3.919, Interior Space

– 3.415, Durability and Reliability – 4.154, Safety – 4.408, Pollution Level – 3.688,

Engine Power – 3.446, Price – 4.042, Maintenance – 3.719, Aesthetics – 3.335. It

66
 could be observed based on the results presented that respondents have favored

Safety with a ranking of 4.408 among the other vehicle attributes. On the other hand,

the least favored vehicle attribute by the respondents is the vehicle Aesthetics with

a ranking of 3.335. See Appendix C for ranking based calculation of common

vehicle attributes.

Distance Travelled
Number of respondents

71

53

8 1

<20km 20km-50km 50km-100km >100km

km/day

Figure 5-5. Average travel distance of respondents in kilometers per day

Common Vehicle attributes

160
140
Number of respondents

120
100
80
60
40
20
0
FC IS DR S PL EP P M A
Insignificant 4 5 1 2 4 13 1 4 6
Slightly Significant 10 34 11 4 21 32 9 16 38
Significant 69 96 41 27 84 92 62 86 107
Very Significant 97 98 101 80 94 72 94 97 81
Most Significant 80 27 106 147 57 51 94 57 28
Vehicle Attributes

Figure 5-6. Common Vehicle attributes favored by respondents

67
5.2 Knowledge on Electric vehicles

This section lets the respondents evaluate their level of knowledge regarding

electric vehicles. To further assess their knowledge on electric vehicles, questions

are asked about their familiarization with the different types of electric vehicles.

In conducting the survey, some of the respondents rejected to answer the survey

questionnaire because they stated that they were not that knowledgeable of electric

vehicles. The researchers then assisted those who are not that knowledgeable of

electric vehicles by supplementing them additional information regarding electric

vehicles.

Figure 5-7 shows the graph of the respondent’s evaluation on their knowledge

about electric vehicles. Likert scale is used with values from 1-5 to evaluate the

respondents level of knowledge regarding electric vehicles. The scale of 1-5 is

interpreted as follows:

1 - Never heard at all about electric vehicles

2 - I have seen it in the internet, magazine, social media and heard through word of

mouth

3 - I have seen one in automotive events/ showrooms or routing through the streets.

4 - I have ridden electric vehicles

5 - Fully aware of electric vehicle, rode many times and has a relative or a friend

who owns one of it.

A scale from 3-5 is interpreted as having sufficient knowledge about electric

vehicles while a scale from 1-2 is interpreted as having insufficient knowledge about

electric vehicles.

68
 Using the Likert scale to evaluate the respondents’ level of knowledge on electric

vehicles, it could be observed that the majority of the respondents assessed

themselves of having sufficient knowledge on electric vehicles. Also, it could be

observed that only less than 10% of the respondents have neither limited nor vast

knowledge regarding electric vehicles.

Figure 5-8 shows the respondents’ familiarization on the three types of available

electric vehicle technology. The three known types of electric vehicles are PHEV,

BEV, and HEV. It could be observed that BEV is the most familiar type of electric

vehicle among the male and female respondents. This could be the result of

governments’ support on electric vehicles which enables BEVs such as electric

jeepneys (e-jeepneys) to be used in the daily transportation of people in barangay

San Lorenzo, Makati. Similarly, in a previous study, the most familiar EV is HEV

which is the most prevalent EV in the vicinity of their target location. While BEV is

their least familiar EV since BEV in their case is not as widespread as HEV.

Figure 5-9 shows the respondents’ experience on the different types of electric

vehicle. Among the six stated types of electric vehicles, it could be observed that e-

jeepneys are the most experienced by the respondents followed by e-bike, electric

bus, e-trike, e-quad, and electric car.

69
 Level of knowledge on Electric Vehicles

127

56
47

12 18

1 2 3 4 5
1 - Not knowledgeable ; 5- Very knowledgeable

Figure 5-7. Respondents’ self-evaluation regarding their level of knowledge on Electric

Vehicles

Knowledge on Electric Vehicle

10
PLUG-IN HYBRID EV
22

104
BATTERY EV
103

48
HYBRID EV
68

0 20 40 60 80 100 120

Female Male

Figure 5-8. Familiarization of respondents to three types of available Electric Vehicle

Technology

70
 Types of Electric vehicles

OTHER 0

ELECTRIC CAR 26

ELECTRIC BUS 78

E-JEEP 145

E-QUAD 23

E-TRIKE 54

E-BIKE 82

0 20 40 60 80 100 120 140 160

Number of Respondents

Figure 5-9. Respondents’ experience on the different types of electric vehicle

5.3 Adaptability to Electric vehicle

In this section, respondents’ perception of electric vehicle adaptation was taken.

Attributes of an electric vehicle are presented and are evaluated by the respondents’

depending on which of the following attracts them the most. Current issues about

electric vehicle sustainability are addressed to analyze which of the following issues

should be attended first by the government and electric vehicle manufacturers.

Figure 5-10 shows the respondents’ perception on electric vehicle adaptation.

Likert scale is used with values from 1-5 to evaluate the respondents’ perception

regarding electric vehicle adaptation. A scale of 1-2 is interpreted as having a strong

disapproval while a scale of 3-5 is interpreted as having a neutral to strong approval

regarding electric vehicle adaptation. Ranking among males and females are made

to see which gender is more favorable regarding the adaptation to electric vehicle.

71
 The results of the ranking are the following: Male – 4.008, Female – 3.687. It could

be observed that males with a ranking of 4.008 are more favorable than females

having a ranking of 3.687 regarding electric vehicle adaptation. See Appendix D for

calculations.

Figure 5-11 shows the respondents’ sentiment on electric vehicle adaptation

relating cost and environment. It can be clearly seen that the majority of the

respondents, both male and female, are willing to choose electric vehicle versus

conventional vehicle providing the issues regarding the cost and environment. It

could be observed that most of the respondents are knowledgeable enough on the

environmental impacts of using a gasoline engine vehicles. Thus, opting to spend

more for the betterment of the environment.

EVs are the most viable vehicle technology available to

replace gasoline engine vehicles
60
Number of Respondents

50

40

30
Male
20 Female
10

0
1 2 3 4 5
1 - Strongly Disagree ; 5 - Strongly Agree

Figure 5-10. Respondents’ perception on electric vehicle adaptation

72
 Are you willing to choose Electric Vehicle over conventional
vehicle considering that the former is more expensive, but
more eco-friendly than the latter?
140
Number of Respondents

120
100
80
60
40
20
0
Yes No

Male Female

Figure 5-11. Respondents’ sentiment on electric vehicle adaptation relating cost and
environment

Figure 5-12 shows the data of the respondents declared budget for electric

vehicle acquisition following the question on figure 5-24. It could be observed that

the majority of the respondents are willing to spend less than a million Peso in

buying an Electric Vehicle. Price of electric vehicles is one of the main issues

considered in electric vehicle adaptation of consumers. Figure 5-13 shows the

respondents’ preferred vehicle type to dominate public transportation sector. It could

be observed that the majority of the respondents chose electric bus with a total

number of respondents of 169 followed by electric jeepney with a total of 161

respondents. Electric buses and electric jeepneys top the list because the two are

already used as a public transportation mode in San Lorenzo, Makati. Additionally,

electric buses and electric jeepneys can carry more passengers compared to the rest

of the types of electric vehicles presented.

73
 If yes, how much are you willing to spend for an Electric
Vehicle?
100
Number of Respondents

90
80
70
60
50
40
30
20
10
0
<P1,000,000 P1,000,000-P2,000,000 >P2,000,000
Price

Male Female

Figure 5-12. Respondents’ declared budget for electric vehicle acquisition

Which type of Local Electric Vehicle do you prefer to

dominate the Public Transportation Sector

169
161

49
34
2

E-Trike E-Quad E-Jeep E-Bus Others

Figure 5-13. Respondents’ Preferred Vehicle type to dominate Public Transportation

Sector

74
 Figure 5-14 shows the degree of attraction of the respondents towards electric

vehicle attributes. Ranking is used to determine which of the following electric

vehicle attribute is the most attractive to the respondents. Results of the ranking are

as follows: Decrease/eliminate the use of petroleum – 3.781, Less Maintenance –

3.615, Reduce Greenhouse Gas Emission – 3.723, Looks/Style – 3.216, Comfort –

3.819. It could be observed clearly based on the results presented that Comfort with

a score of 3.819 is the most attractive electric vehicle attribute for the respondents.

Comfort features of a vehicle is related to vehicle safety. On the other hand,

respondents tend to see looks/style as the least attractive electric vehicle attribute

with a score of 3.216. See Appendix E for calculations.

Electric Vehicle Attributes

140

120
Number of Respondents

100

80

60

40

20

0
Decrease/eliminate Less Maintenance Reduce Greenhouse Looks/Style Comfort
the use of petroleum Gas Emission

Not Appealing Slightly Appealing Appealing Very Appealing Most Appealing

Figure 5-14. Degree of Attraction of the respondents towards Electric Vehicle Attributes

75
 Figure 5-15 shows the identified instrumental factors that are considered by

respondents when buying an electric vehicle. Battery Range was considered a factor

because of energy storage which is associated with the range or capacity of an

electric vehicle. BEV is the most affected with this limitation because it relies fully

on the battery compared to HEV and PHEV which are both flexible. Due to the

battery range issue of electric vehicles, frequent charging of an electric vehicle

depending on the intensity of using it calls for a need of a charging infrastructure

thus including it as a factor. Battery of an electric vehicle is expensive thus including

the cost as a factor. Instrumental aspects of a vehicle have something to do with the

vehicles Reliability and Safety thus including the two as factors. Percentage

Calculation is used to determine which of the following factors has the most weight

compared to the other. The results are the following: Reliability – 23.076%, Battery

Range – 16.923%, Charging Infrastructure – 6.923%, Cost – 18.076%, Safety –

35%. See Appendix F for percentage calculations. It could be observed based on the

data presented that Safety is the most considered factor by the respondents

associating it with gender. Safety has a percentage of 35% having a total response

of 91 with male and female responses of 34 and 57 respectively followed by

Reliability, Cost, Battery Range, and Charging Infrastructure.

The reason for safety to be the major factor is because the respondents may not

have the deepest knowledge in terms of EV that is why they have a tendency of

picking the most basic factor which is not only a factor to be considered in

purchasing an EV but to any vehicle in general. In comparison to a previous study

(Egbue & Long, 2012), battery range was the major concern for male respondents,

76
 female respondents on the other hand thinks cost is the major factor to be considered.

Surprisingly, safety is the least concern. The reason behind this is that the majority

of the respondents of this particular study travels long distances, hence they tend to

choose battery range as the number one concern.

Factors considered when buying an electric

vehicle
60
RELIABILITY 32
28
44
BATTERY RANGE 28
16
18
CHARGING INFRASTRUCTURE 15
3
47
COST 20
27
91
SAFETY 34
57
0 10 20 30 40 50 60 70 80 90 100
Number of respondents

Total Male Female

Figure 5-15. Factors considered by respondents when buying an electric vehicle

COLLEGE GRADUATE MONTHLY INCOME

VS FACTORS
Reliability Battery Range Charging Infrastructure Cost Safety
37
RESPONDENTS
NUMBER OF

23

18

17
15
12
11

10
9

8
5

5
5
4

4
4
3

3
2

2
1

1
0

<P15,000 P15,000-P30,000 P30,000-P75,000 P75,000-P100,000 >P100,000

MONTHLY INCOME

Figure 5-16. Effect of Income to factors considered when buying an electric

vehicle

77
 Relationship of monthly income to factors considered when buying an electric

vehicle are studied considering college graduates. It could be observed based on the

data presented that college graduates regardless of monthly income gives safety a

top consideration when buying an electric vehicle.

Summarizing all of the data presented, safety and comfort have the highest

ranking among the common vehicle attributes and electric vehicle attributes. Safety

has a ranking of 4.408 and Comfort with 3.819. Also, safety has the highest weight

of 35% among the factors considered by the respondents when buying an electric

vehicle.

Analysis of variance (ANOVA) test was not able to apply by the researchers

because of the following reasons: first, data gathered are more on qualitative data.

Statistical tools such as the ANOVA test are suitable for quantitative data. Another

reason, to perform an ANOVA test, the data should be continuous. Lastly, analysis

per variable cannot be performed because the sample size per variable should be

equal so that the results will not be biased.

78
 CHAPTER 6

CONCLUSION AND RECOMMENDATION

This chapter covers the outcomes that were concluded from the data gathered during

the conduction of survey. This chapter includes recommendations to provide short-term

solutions to the issue addressed in the study.

6.1 Conclusion

This section presents the conclusion of the researchers after conducting a survey

research.

6.1.1 Walkthrough

In the walkthrough, the researchers were provided an option to choose

where they would conduct the survey research and the researchers arrived to

conduct it at barangay San Lorenzo, Makati. The researchers had an option

to conduct a person to person survey through manual and electronic process.

The group chose the electronic process to save time and minimize the effort

in encoding the data. The researchers collaborated with a Mechanical

Engineering student of Mapúa Institute of Technology having his master’s

thesis which is related to the researchers’ undergraduate thesis. The

researchers focused on the identified factors which affects the adaptation of

electric vehicles in the market.

79
6.1.2 Vehicle Usage and Behavior

The data that the researchers obtained are mostly from the age group of

25-35 years old. The resulting values shown in section 5.1 concludes that the

large fraction of residents in barangay San Lorenzo, Makati are composed of

college graduates which corresponds to the statistical data gathered by the

researchers at the Makati City Hall. It could be also concluded based on the

results that Battery Electric Vehicles (BEVs) would be able to support the

transportation and mobility of the people in barangay San Lorenzo, Makati

because most of the respondents stated that they only travel a distance less

than 20 km a day and battery range of BEVs can go as much as 100miles per

one single full charge. In the vehicle attributes section, Safety ranks the

highest among the other vehicle attributes with a ranking of 4.408 thus it is

concluded that Safety is the most considered vehicle attribute regardless of

gender when purchasing a vehicle.

6.1.3 Knowledge on Electric Vehicles

Based on the results obtained using the Likert scale, it could be seen

that the majority of the respondents’ answer are in the scale of 3-5 thus it

could be concluded that majority of the people in barangay San Lorenzo,

Makati have sufficient knowledge on electric vehicles. This conclusion is

further supported by the data collected regarding the respondents’

familiarization and experience regarding electric vehicles. Also, it could be

concluded that the respondents are well-knowledgeable of BEVs followed

80
 by HEVs placing PHEVs to the least known type of electric vehicle because

it is the least frequently used in the market due to the unavailability of

charging stations.

6.1.4 Adaptability to Electric Vehicle

Based on the results obtained, Males have a higher ranking of 4.008

compared to Females with a ranking of 3.687 regarding their views on the

viability of an electric vehicle. As a result, it is concluded that people of

barangay San Lorenzo, Makati are positive that electric vehicles is the most

feasible available vehicle technology to replace gasoline powered vehicles

given that the current price of an electric vehicle is higher compared to the

price of a gasoline powered vehicle. People of barangay San Lorenzo are

willing to pay more to acquire an electric vehicle due to the environmental

effects of acquiring a gasoline powered vehicle. Also, it is concluded that

Comfort with a ranking of 3.819 is the most attractive electric vehicle

attribute to the respondents. Among the factors identified and considered by

the respondents when buying an electric vehicle, Safety have the most

impact having a weight of 35% followed by Reliability - 23.076%, Cost –

18.076%, Battery Range – 16.923, Charging Infrastructure – 6.923

considering a total number of respondents of 260. Considering the

relationship between the college graduates and their monthly income to the

factors being considered when buying an electric vehicle, it is concluded

that there is no significant effect on the respondents monthly income to the

factors that they consider when buying an electric vehicle.

81
6.2 Recommendations

This section contains the recommendations which the researchers came up after

the analysis and discussion of the data gathered from the conduction of survey.

Recommendations are made to help future researchers who will conduct a similar or

related study.

In selecting the site for the conduction of survey, data of the location should be

acquired first before choosing a particular site for survey conduction. Data acquired

should be latest as possible so that the calculation of sample size will be accurate.

After the discussion and analysis of results, regarding the issue on fossil fuel

depletion and environmental issues associated with the use of gasoline powered

vehicles, the researchers recommend a short-term solution to promote the use of

hybrid electric vehicles to residents of barangay San Lorenzo, Makati to reduce the

use of petroleum. Hybrid electric vehicles do not need a charging station because

the battery get its energy from the gasoline used and from regenerative braking thus

improving the efficiency of the vehicle while reducing the use of petroleum. Energy

source in the Philippines is still in the state of transformation from nonrenewable

energy to renewable energy and these will take time to happen so promoting hybrid

electric vehicles is seen by the researchers as a short-term solution to the issue. Based

on the data gathered in figure 5-12, most of the people of barangay San Lorenzo,

Makati are just willing to pay less than a million up to two million pesos to acquire

an electric vehicle.

Since Cost is one of the factors considered by the respondents when buying an

electric vehicle and given that it ranks third to safety and reliability, it is

82
recommended that the government should improve the incentives given to the

buyers of electric vehicle. Advertisements should also be conducted by the

government to further enlighten the people of barangay San Lorenzo, Makati

regarding the use and benefits of having an electric vehicle. Lastly, personal

preference of customers especially the safety and comfort features of a vehicle

should be considered the most by the manufacturer’s when designing an electric

vehicle to attract more customers.

83
 REFERENCES

Bakker. August 2010. "Battery Electric Vehicles: Performance, CO2 emissions, lifecycle
costs and advanced battery technology development."
Carley, Dave. 2014. The Beginners Guide to Electric Vehicles (EV). August.
Egbue, Ona, and Suzanna Long. September 2012. "Barriers to widespread adoption of
electric vehicles: An analysis of consumer attitudes and perceptions." Energy
Policy 717-729.
Eppstein, Margaret J., David K. Grover, Jeffrey S. Marshall, and Donna M. Rizzo. June
2011. "An agent-based model to study market penetration of plug-in hybrid
electric vehicles." Energy Policy 3789-3802.
Hidrue, Michael K., George R. Parsons, Willett Kempton,and Meryl P. Gardner.
September 2011. "Willingness to pay for electric vehicles and their attributes."
Resource and Energy Economics 686-705.
Li, Yanying. 2016. "Infrastructure to Facilitate Usage of Electric Vehicles and its
Impact." Transportation Research Procedia 2537-2543.
Lois, David, and Mercedes López-Sáez. November-December 2009. "The relationship
between instrumental, symbolic and affective factors as predictors of car use: A
structural equation modeling approach." Transportation Research Part A: Policy
and Practice 790-799.
Mattfeld, Dirk Christian. 2006. The Management of Transshipment Terminals: Decision
Support for Terminal Operations in Finished Vehicle Supply Chains. New York:
Springer.
Riesz, Jenny, Claire Sotiriadis, Daisy Ambach, and Stuart Donovan. October 2016.
"Quantifying the costs of a rapid transition to electric vehicles." Applied Energy
287-300.
Shahan, Zachary. 2012. EV Battery Prices Fell 14% in Last Year. April 18.
https://cleantechnica.com/2012/04/18/ev-battery-prices-fell-14-in-last-year/.
Shahan, Zachary. 2016. EV Battery Prices: Looking Back A Few Years, & Forward Yet
Again. May 15. https://cleantechnica.com/2016/05/15/ev-battery-prices-looking-
back-years-forward-yet/.
Shahan, Zachary. 2016. Michael Liebreich Answers My Electric Car & Renewable
Energy Questions. February 2. https://cleantechnica.com/2016/02/02/michael-
liebreich-answers-my-electric-car-renewable-energy-questions-video-interview/.
Simmons, Craig, C. Stentiford, R.Laorga, and R. Sheane. 2012. Carbon footprint study.
Sinaian, Pouya. 2014. What are Likert-Type Scale Responses, when to use them + lots of
examples. November 11. https://www.surveylegend.com/likert-type-scale-
responses-examples-with-examples/.
2010. Statistical data of Makati City. Makati: Makati City Hall.
Steg, Linda. February-March 2005. "Car use: lust and must. Instrumental, symbolic and
affective motives for car use." Transportation Research Part A: Policy and
Practice 147-162.
Villadolid, Romeo Jr. 2011. "Philippine Electric Vehicle Industry growth agenda."

84
Vrkljan, Brenda H., and Dana Anaby. February 2011. "What vehicle features are
considered important when buying an automobile? An examination of driver
preferences by age and gender." Journal of Safety Research 61-65.

85
 APPENDIX A:

TWO-TAILED P VALUES FOR Z STATISTICS

Table A-1. Two-tailed P values for z statistics

86
 APPENDIX B:

SAMPLE SIZE CALCULATION

Infinite Population Calculation:

2
𝑍𝑎⁄2 𝜎
𝑛=( )
𝐸

Where:

n = Sample Size

Z a/2 = Z-score corresponding to Confidence Level

σ = Population Standard Deviation

E = Margin of Error

(1.645)(0.5) 2
𝑛=( ) let 𝑍𝑎⁄2 = 1.645(90% - Z Score); σ = 0.5; E = 0.05
0.05

(1.645)(0.5) 2
𝑛=( ) = 270.6025
0.05

Finite Population Calculation:

𝑛
𝑚=
𝑛−1
1+ 𝑁

87
Where:

m = Corrected Sample Size

n = Sample Size

N = Finite Population

270.6025
𝑚= 270.6025−1 = 259.25 let N = 6157 (Total population of ages 25-60 years old in
1+
6157

barangay San Lorenzo, Makati City)

𝑚 ≈ 260 *Value obtained from Makati City Hall 2010 Statistical Data
of barangay San Lorenzo, Makati City

88
 APPENDIX C:

RANKING BASED CALCULATION FOR COMMON VEHICLE

ATTRIBUTES

Point Distribution System:

Where:

Insignificant = 1.0

Slightly Significant = 2.0

Significant = 3.0

Very Significant = 4.0

Most Significant = 5.0

Formula:

Σ(𝑁𝑜. 𝑜𝑓 𝑟𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠 𝑥 𝑃𝑜𝑖𝑛𝑡 𝑆𝑦𝑠𝑡𝑒𝑚)

𝐶𝑜𝑚𝑚𝑜𝑛 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 𝐴𝑡𝑡𝑟𝑖𝑏𝑢𝑡𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( )
260

Fuel Consumption:

4(1)+10(2)+69(3)+97(4)+80(5)
𝐹𝑢𝑒𝑙 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.919
260

Interior Space:

5(1)+34(2)+96(3)+98(4)+27(5)
𝐼𝑛𝑡𝑒𝑟𝑖𝑜𝑟 𝑆𝑝𝑎𝑐𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.415
260

Durability and Reliability:

1(1)+11(2)+41(3)+101(4)+106(5)
𝐷𝑢𝑟𝑎𝑏𝑖𝑙𝑖𝑡𝑦 𝑎𝑛𝑑 𝑅𝑒𝑙𝑖𝑎𝑏𝑖𝑙𝑖𝑡𝑦 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 4.154
260

89
Safety:

2(1)+4(2)+27(3)+80(4)+147(5)
𝑆𝑎𝑓𝑒𝑡𝑦 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 4.408
260

Pollution Level:

4(1)+21(2)+84(3)+94(4)+57(5)
𝑃𝑜𝑙𝑙𝑢𝑡𝑖𝑜𝑛 𝑙𝑒𝑣𝑒𝑙 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.688
260

Engine Power:

13(1)+32(2)+92(3)+72(4)+51(5)
𝐸𝑛𝑔𝑖𝑛𝑒 𝑃𝑜𝑤𝑒𝑟 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.446
260

Price:

1(1)+9(2)+62(3)+94(4)+94(5)
𝑃𝑟𝑖𝑐𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 4.042
260

Maintenance:

4(1)+16(2)+86(3)+97(4)+57(5)
𝑀𝑎𝑖𝑛𝑡𝑒𝑛𝑎𝑛𝑐𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.719
260

Aesthetics:

6(1)+38(2)+107(3)+81(4)+28(5)
𝐴𝑒𝑠𝑡ℎ𝑒𝑡𝑖𝑐𝑠 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.335
260

90
 APPENDIX D:

RANKING BASED CALCULATION ABOUT THE RESPONDENTS

REACTION REGARDING THE VIABILITY OF AN ELECTRIC

VEHICLE

Note:

1-Strongly Disagree

2-Strongly Agree

Point Distribution System:

Where:

1 = 1.0

2 = 2.0

3 = 3.0

4 = 4.0

5 = 5.0

Formula:

Σ(𝑁𝑜. 𝑜𝑓 𝑟𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠 𝑥 𝑃𝑜𝑖𝑛𝑡 𝑆𝑦𝑠𝑡𝑒𝑚)

𝑅𝑎𝑛𝑘𝑖𝑛𝑔 = ( )
𝑇𝑜𝑡𝑎𝑙 𝑁𝑜. 𝑜𝑓 𝑀𝑎𝑙𝑒 𝑅𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠

Male:

4(1)+3(2)+26(3)+51(4)+45(5)
𝑅𝑎𝑛𝑘𝑖𝑛𝑔 = ( ) = 4.008
129

Female:

3(1)+6(2)+45(3)+52(4)+25(5)
𝑅𝑎𝑛𝑘𝑖𝑛𝑔 = ( ) = 3.687
131

91
 APPENDIX E:

RANKING BASED CALCULATION FOR ELECTRIC VEHICLE

ATTRIBUTES

Point Distribution System:

Where:

Not Appealing = 1.0

Slightly Appealing = 2.0

Appealing = 3.0

Very Appealing = 4.0

Most Appealing = 5.0

Formula:

Σ(𝑁𝑜. 𝑜𝑓 𝑟𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠 𝑥 𝑃𝑜𝑖𝑛𝑡 𝑆𝑦𝑠𝑡𝑒𝑚)

𝐸𝑙𝑒𝑐𝑡𝑟𝑖𝑐 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 𝐴𝑡𝑡𝑟𝑖𝑏𝑢𝑡𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( )
260

Decrease/eliminate the use of petroleum:

4(1)+29(2)+69(3)+76(4)+82(5)
𝐷𝑒𝑐𝑟𝑒𝑎𝑠𝑒/𝑒𝑙𝑖𝑚𝑖𝑛𝑎𝑡𝑒 𝑡ℎ𝑒 𝑢𝑠𝑒 𝑜𝑓 𝑃𝑒𝑡𝑟𝑜𝑙𝑒𝑢𝑚 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) =
260

3.781

Less Maintenance:

4(1)+26(2)+91(3)+84(4)+55(5)
𝐿𝑒𝑠𝑠 𝑀𝑎𝑖𝑛𝑡𝑒𝑛𝑎𝑛𝑐𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.615
260

Reduce Greenhouse Gas Emission:

3(1)+24(2)+85(3)+78(4)+70(5)
𝑅𝑒𝑑𝑢𝑐𝑒 𝐺𝑟𝑒𝑒𝑛ℎ𝑜𝑢𝑠𝑒 𝐺𝑎𝑠 𝐸𝑚𝑚𝑖𝑠𝑖𝑜𝑛 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.723
260

92
Looks/Style:

11(1)+43(2)+120(3)+52(4)+34(5)
𝐿𝑜𝑜𝑘𝑠/𝑆𝑡𝑦𝑙𝑒 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.216
260

Comfort:

3(1)+21(2)+74(3)+84(4)+78(5)
𝐶𝑜𝑚𝑓𝑜𝑟𝑡 𝑃𝑜𝑖𝑛𝑡𝑠 = ( ) = 3.819
260

93
 APPENDIX F:

PERCENTAGE WEIGHT CALCULATION FOR FACTORS

CONSIDERED WHEN BUYING AN ELECTRIC VEHICLE

Formula:

𝑇𝑜𝑡𝑎𝑙 𝑁𝑜. 𝑜𝑓 𝑟𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠 𝑜𝑓 𝑎 𝑓𝑎𝑐𝑡𝑜𝑟

% 𝑊𝑒𝑖𝑔ℎ𝑡 𝐶𝑎𝑙𝑐𝑢𝑙𝑎𝑡𝑖𝑜𝑛 𝑜𝑓 𝐹𝑎𝑐𝑡𝑜𝑟 = 𝑥 100%
𝑇𝑜𝑡𝑎𝑙 𝑁𝑜. 𝑜𝑓 𝑟𝑒𝑠𝑝𝑜𝑛𝑑𝑒𝑛𝑡𝑠

Reliability:
60
𝑅𝑒𝑙𝑖𝑎𝑏𝑖𝑙𝑖𝑡𝑦 𝑊𝑒𝑖𝑔ℎ𝑡 = 260 𝑥 100% = 23.076%

Battery Range:
44
𝐵𝑎𝑡𝑡𝑒𝑟𝑦 𝑅𝑎𝑛𝑔𝑒 𝑊𝑒𝑖𝑔ℎ𝑡 = 260 𝑥 100% = 16.923%

Charging Infrastructure:
18
𝐶ℎ𝑎𝑟𝑔𝑖𝑛𝑔 𝐼𝑛𝑓𝑟𝑎𝑠𝑡𝑟𝑢𝑐𝑡𝑢𝑟𝑒 𝑊𝑒𝑖𝑔ℎ𝑡 = 260 𝑥 100% = 6.923%

Cost:
47
𝐶𝑜𝑠𝑡 𝑊𝑒𝑖𝑔ℎ𝑡 = 260 𝑥 100% = 18.076%

Safety:
91
𝑆𝑎𝑓𝑒𝑡𝑦 𝑊𝑒𝑖𝑔ℎ𝑡 = 𝑥 100% = 35%
260

94
 APPENDIX G:

SURVEY QUESTIONNAIRE

Figure G-1. Survey Questionnaire part 1

95
Figure G-2. Survey Questionnaire part 2

96
Figure G-3. Survey Questionnaire part 3

97
Figure G-4. Survey Questionnaire part 4

98
Figure G-5. Survey Questionnaire part 5

99
Figure G-6. Survey Questionnaire part 6

100
 APPENDIX H:

SAMPLE SURVEY

Figure H-1. Sample Survey part 1

101
Figure H-2. Sample Survey part 2

102
Figure H-3. Sample Survey part 3

103
Figure H-4. Sample Survey part 4

104
Figure H-5. Sample Survey part 5

105
Figure H-6. Sample Survey part 6

106
Figure H-7. Sample Survey part 7

107
Figure H-8. Sample Survey part 8

108
 APPENDIX I:

SURVEY DOCUMENTATION

Figure I-1. Selected Site No.1 for conduction of survey

Figure I-2. Selected Site No.2 for conduction of survey

109
 Figure I-3. Conduction of survey at Site No. 1(Washington Sycip park) located at
Legazpi Village barangay San Lorenzo, Makati, Philippines

Figure I-4. Conduction of survey at Site No. 2(Legazpi Active park) located at Legazpi
Village barangay San Lorenzo, Makati, Philippines

110
Figure I-5. Conduction of survey at Greenbelt 5 located at barangay San Lorenzo,
Makati, Philippines

111
 APPENDIX J:

GANTT CHART
Month June July August September October November December
Week 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Drafting
proposal
Finalization
of Proposal
Proposal
Defense
Revision of
Draft
Submission of
Revised Draft

Formulation
of Survey
Questionnaire

Conduction of
Test Survey

Revision
/Finalization
of
Questionnaire

Conduction of
Survey
Statistical
Analysis
(Percent-age
Calculation)

Finalization
of paper
Final Defense

Final
Revisions of
Draft

112
 APPENDIX K:

TOTAL EXPENSES

Expenses Cost (Php)

Printing 1685

Internet Load (Pocket wifi) 600

Total 2285

113