Current Gasoline and fuel infrastructure
Payments are part and parcel of our daily life. Every day we make payments in a different context with different methods, however, cash has been the most common of payments since the 1900s between people and the organization (King, 2015). The shifts of the economy from the agricultural to the industrialized state have resulted in higher incomes and more choices of products to make (Shah & Attiq, 2016). The payments have thus changed from the cash, checks credit cards and debit cards making product and purchase to be easy. The human being makes choices based on different factors such as availability, cost, flexibility, duration, and state of the economy among many others and it is human nature always to have a list of choices to choose from. In the business world, the customer is the significant element that always keeps the business organizations going, this has led to stiff competition among them(Hundre, Raj, Kumar & Dileep, 2013). Each organization works on various strategies and policies to ensure that customers are satisfied and keep on repurchasing from the same entity rather than going to a substitute or alternative option.
Some of the adopted policies include the payment policies that determine the frequency of the repurchasing of the customer. Every organization has a payment policy that governs their customers; most of the business organizations work with pre-pay policies whereby a customer has to pay for products before having the accessibility to use it (Lynch & Devine, 2017). However, in some situations, the customer might not have cash or the payment card, at the point of need to pay for a particular product or services, but can later have the cash. In such situations, the customer might not have the freedom of accessing that particular product or service unless the organizations’ payment services/policies can accommodate the customer’s situation; post-payment policies (Chandran & Brahmachari, 2018). In other countries such as the United States, post-payment methods are gaining entry into the system; the method is gaining attention due to the growing technology that has the capability of catching the data of potential consumers.
According to the research conducted by Bri-Mascarenhas & Post(2015) in on the impact of fuel on poverty in the UK, prepayment meters was found out to be a most expensive method of payment for fuel based on the unit rate of p/kWh than any other payment method and was common among the low-income earners. The energy supply probe Ofgem indicates that there was a difference of about $88 between the low-income earners and high-income earners who use the pre-payment method of fueling.
Fuel infrastructure is defined as all the fixed investments that are required for an efficient fuel production, distribution, transmission, and dispensing system to support all the customers and fuel-vehicle systems. In most of the gasoline and fuel infrastructure in the United States entail refineries, pipelines, services stations, and terminals (Savoy & Salvendy, 2016). Averagely, in the United States, there are about 160,000 fuels stations that supply over 380 billion gallons of gasoline each day. Currently, there about 0.7 fuel stations per 1,000 LD vehicles and the value tends to decrease as many stations are closing down while the number of vehicles increases each day. This is a clear indication that in the near future, there will be an average of 0.5 fuels stations per 1000 vehicles in the US; this will reduce the service level among the fuel stations.
Fuel Post-Payment Policy System overview
The rising number of vehicles across the world especially in the United States tends to cause congestion in the fuel dispensing stations resulting in complications (Baranzini & Carttini, 2017). One of the factors is that each driver is required to make cash payment for the dispensed fuel that at times may end up paying high amount than the dispensed fuel (Yueyue et al., 2017). The application of post-payment policy ensures the adoption of automated technological devices that will capture the details of the customers and evaluate the ability of the customer to pay in the future. Features such as Radiofrequency Identification can be used to capture the bank and bio-data of the customers
Customers are always required to create an account with specific information that is stored in the system database and always associated with a specific ID. The account is always stored in the database and always shared among the fuel dispensing stations, so that in case of any customer misbehavior, all the dispensing stations can be alerted through MySothe l database, to take caution. Each of the vehicles is always associated with the predefined amount of fuel to be dispensed for a particular period of time; for example for two weeks and when the predefined amount of fuel is over, the amount dispensed is always deducted from the related balance.
Fuel suppliers, customers, and the workers will have to be consulted for their opinion if the policy sounds favorable to improve the performance of the filling station (Manning, 2015). Suppliers will be asked if they can offer to supply fuel and other required services for a certain period and then payment be settled at later dates. Consequently, the workers will be consulted to give their view if this policy will help to keep customers around because they are the ones that interact with the customers frequently. Customers too should be consulted to seek their opinion if they are flexible with this policy and how do they think it will help them (Levidow & Papaioannou, 2016). From the literature reviewed, the policy should be adopted because customers who can’t afford cash and credit card to get a great challenge to fuel their cars although this will depend on every stakeholder’s view if they think the policy is good.
Thus the objective of this study is to study the existing legal, regulatory and institutional framework that brings issues in the fuel post-payment issues
Study applicable and adoptable tariffs for the fuel post-payment system
Compare the environmental implementation of the fuel-post payment system, in different countries where it has been adopted. Post-pay policies thus should allow customers to receive their services for a number of days for example 15 days and pay five days after the payment statement is processed. The choice of this study is based on the rising fuel poverty across the world especially in the UK, where it has been considered as the social ill (Davis, 2017). Many households use fuel as a source of energy to prepare their foods and warm their homes, however, they are unable to fully access the fuels due to large underlying poverty situation.
Policy Consultation
Through the introduction of Warm Homes and Energy Conversation Act 2000, requires the government to eradicate the fuel poverty (McWilliams, 2017). Significant progress was made since the fuel poverty dropped from 5.1 million to 1.2 million households, however; the rising of domestic energy in England activated the rise of fuel poverty again to 5 million in 2004(Mayne, Fawcett & Hyams, 2017). These policies can also be constituted by the fuel suppliers to enable the customer to access the fuel whenever they need irrespective of the availability of cash at the time of need (Rehfuess, Puzzolo, Stanistret, Pope & Bruce, 2014). These customers can later arrange to pay the debt when the time is due and at the disposable of their cash. Through these fuel-post pay policies, the fuel poverty thus will be dropped.
The aim of the research is to determine the policy that will enable customers to access fuel and pay later without any inconvenience to both the customer and the business operator. The research method is a systematic plan that ensures that a researcher collects the correct data for the success of the study and always entails research design, sampling procedure, and size, data collection and analysis.
The united states are made up of 50 states thus simple random sampling was used to select the state under study; Alaska. There are approximate of 147 gas and fuel stations companies in Alaska, and a population of about 739,735 total over 3 million vehicles. The Yamane’s formula was used to calculate the sample size for the study; n=N/ {1+N (e) 2} where
N: sample size
N: Total population for the city
e: precision
n= 3,000,000/ {1+3,000.000(0.05)2
=399.94
Thus the study used 400 participants who consisted of all the stakeholders; consumers, fuel suppliers, and fuel stations employee (Huang & Boutros, 2016). The researcher used a convenient sampling technique to approach the participants since it was the most applicable way of helping the researcher to identify the most accessible subjects and was the least costly in terms of efforts and time (Blue, Rajewicz, Daub & Yunker, 2018). The sampling size was calculated through the use of the computed table based on the 95% level of certainty (Fugard & Potts, 2015). When approaching the customer’s fuel usage history was obtained from the previous household history and various petrol stations customers’ data (Bardsley, Buchs & Schnepf, 2017). The data did not include a customer who was out of the dispensing territory nor did it include the customers that objected the post pay policy insertion. The monthly observation was ranged from November 1, 2018, to 1 December 2018.
Data collection process
Two types of quantitative techniques were employed for the study; descriptive and cross-sectional approach. Firstly, a descriptive approach was adopted to collect underlying basic information on the bio-data of the fuel post-payment method and to make the researcher and any other stakeholder understand the topic more easily (Busu & Serban, 2016). Secondly, the adoption of the cross-sectional study was to determine the preferences and perceptions of the stakeholders on the post-payment method to help in coming with a better policy system than the existing one (Rantanen, Korkeila, Loyttyniemi, Saxen & Korhonen, 2018). The key issues on the questionnaire were the level of customer acceptability of the post-payment policies and strategies for enhancing the fuel post-payment policy for better services.
Justification
The data was collected through the use of a structured questionnaire that was divided into four sections: section 1 entailed the biographic data of the participants, section 2 covered the basic information of the fuel-post payment policy and methods, section 3 examined the consumer fuel consumption and expenditure based on the post-payment method and section 4 covered on the stakeholder’s suggestions on the fuel post-payment policy. 50 questionnaires were administered daily by ten well-trained research assistants and all the questionnaires sent into the field were all found to be useful for the analysis of the study.
The researcher approached each participant and requested their consent in participation of the research after explanation of the purpose and benefits of the results of the study. The participants were handed over the questionnaire that was simple to answer to make their opinions regarding the fuel post pay policy. The questionnaire was distributed among the following stakeholders:
- Consumers entailed all the people that who uses fuel either at home or for transport. The category encompassed both the private and private vehicle and motor cycle owners across the ages from 20 year and above. The customers were majorly found in the selected petrol stations in Alaska, since that was the most convenient position to access all types of the customers.
- Fuel suppliers encompassed all the fuel business operators majorly the owners of fuel stations. To access the fuel suppliers’ owners, the researcher had to book appointment with them as some were not always readily available, thus the researcher accessed them on the various agreed meeting places to collect data from them. However, to the ones that were physically unreachable, the questionnaire were emailed to them; a process that eased the data collection process.
- The fuel station employees entailed all the staffs employed at various fuel petrol stations ranging from the fuel dispenser, accountant and the managers. These employees were found at various petrol stations in their various place of work.
The distributed questionnaires were then collected, and evaluation done to determine whether all of them were returned and the researcher realized that all hand delivered and emailed questionnaire were received back.
According to Zhang, (2017), there are four major ethical principles to an effective research; respect for autonomy, non-maleficence, beneficence, and justice. Respect of the autonomy requires the researcher participants to have an entirely free choice to make up their decisions on the participation in the research study. The ethical approval of the study was obtained from the University Ethical Committee. The researcher obtained relevant content from various petrol stations and consumers that were selected to participate in the study.
According to the Hunt, Tansey, Anderson, Boulanger, Ecknwiler, Pringle & Schwartz (2016), voluntary participation of the respondents is a significant element in every research accomplishment. No respondents were forced to participate in the study and all were given the opportunity to quit whenever they felt like and the privacy of their information was paramount. The researcher ensured that all the participants were supplied with relevant information about the topic under the study to enable them to make sound decisions about the participation.
The non-maleficence principle requires the researcher not to inflict any harm on their study through the use of relevant research methods (Hokke et al., 2018). The researcher ensured that all the likely risk were identified, assessed and evaluated to enable the management of the risk during the actual study.
Beneficence principle requires that the researcher has the scientific, practical and educational capability to carry out the study. These were all gained from the lecture notes and the research methodology course, finally, through the last principle of justice, all participants were treated equally and all their privacy rights were accorded as required (Borovecki, Mlinaric, Horvat & Smolcic, 2018). The data collection process of the researcher was reviewed by the course supervisor and relevant adjustments were made before the commencement of the actual data nucleofection.
In this section, the stakeholders’ perceptions on the fuel post pay policy are represented. Most of the stakeholders majored their opinions on the acceptability, rate of consumptions, monthly profits and reliability of debt payment.
The perceptions of customers to have the policy implemented that will allow them to have the accessibility of fuel and pay in later days after the payment statement is processed were based on the background of the fuel consumption rate, level of income, flexibility, and convenience. The results are presented in table 1.
Table 1 shows Customer’s perceptions of the acceptability of the fuel post-payment policy
|
Customer’s perceptions of Acceptability |
Frequency |
Percentage |
|
Very acceptable |
45 |
11.25 |
|
Acceptable |
54 |
13.5 |
|
Fairly acceptable |
175 |
43.75 |
|
Not acceptable |
46 |
11.5 |
|
indifferent |
58 |
14.5 |
|
Total |
From table 1, it is indicated that about 11.5 % registered the acceptability of the post-pay policy, with a high percentage of 43.75% fairly accepting the policy.
Table 2 is a result of the monthly fuel consumption of the respondents before the adoptions of the fuel post payment policy and fuel consumption rate after the adoption of the post-payment policy.
Table 2 shows the monthly fuel consumption of the respondents
|
Respondents |
frequency |
Participants |
|
Before the adoption of the post-pay system |
182 |
45.5 |
|
After the adoption of post pay system |
218 |
54.5 |
|
Total |
400 |
100 |
The researcher also collected data on the management of various refilling stations to determine the acceptability of the post-payment method among the management and the workers in promoting the system. The summaries are presented in table 3
|
Respondents |
frequency |
Percentage |
|
Education of the benefits of the post-payment method |
146 |
36.5 |
|
Customer retention |
116 |
29 |
|
Amount of sales per day(profit) |
75 |
18.75 |
|
Amount of unpaid bills |
63 |
15.75 |
|
Total |
400 |
100 |
Most of the suppliers felt that with the adoption of the fuel post pay policy, there will be increase of monthly sales as many customers will be coming and buying fuels beyond their daily consumption rate. However, some of the suppliers felt that the policy will lead to high amount of bad debt written off, since the same customers who are unable to access pre-pay fuel might not be able to pay the accumulated amount fuel cost at the end of the period. Thus this will lead to high loss to the fuel suppliers.
According to the data collected, many of the fuel station employees felt that the fuel post pay policy should be adopted as it will help so many customers who always get stranded along their long journey. Secondly the policy will also ensure increase of sales as many customers will be always thronging into various petrol stations that offer the services.
Money representation influences the consumer’s willingness and acceptability to pay for products and services. Different consumption rates cause by different payment methods especially by credit card have been studied before(Stahlberg & Bolin, 2016) However, the effect of fuel post-payment method and policy has not been addressed as the most common fuel payment in most countries is through cash and credit card. Thus this paper fills the empirical gap in this payment method.
Payment situation is the first context that influences how people choose and willing to make payment. The payment situations vary in multiple situations such as the time of the day, the location of the fuel station/ or where the payment is supposed to be made (Yaprakli & Tüzemen 2017). For example, a long-distance traveler might be out of fuel at the middle of distance with no cash, thus might opt to make adopt any form of payment methods and have different implications on all the stakeholders.
From table 1, it is clearly indicated that the highest fuel consumers are aged between 40-49, attributed to the high rate of activeness and ability to own a car. The least consumers are aged between 60-69, attributed to inactiveness, poverty, and retirement. The home fuel users depend on fuel to keep their homes warm and run various generators that provide energy. The population majorly consists of then low-income earners, pensioners, older and economically inactive. The study reveals that 25.75% are fuel poor while 5% are economically inactive (retired, disabled, unemployed or have family commitments)
From table 2, it is indicated that 45.5 % of the respondents reported that their fuel usage was high after the adoption of the post-payment policy as compared to the fuel pre-payment policy, 54.5%. This is attributed to the lack of control over the expenditure by the post-payment method. Studies on the spending behavior of consumers indicate that different payments methods tend to induce different spending behavior (Shah, Eisenkraft, Bettman, & Chartrand, 2016). Among the studies, payments methods are the use of a credit card as compared to cash payment. The results indicated that uncertainty regarding the price of a product influences the outcome. The most common argument for this was that expenditure is always controlled by the availability of disposable money; thus in a situation whereby, there is no cash at hand or in the credit card, one is tempted to make purchases that are beyond their requirement.
The presence of a credit card has the capability to induce the higher willingness to purchase a product and make payment without considering the amount of the expenditure, while on the other hand cash tends to activate cost consideration (Iuan-Yuan & Jerry, 2011). On the same note, the post-payment method also activates unintentional purchase among the fuel users thus in the long run when the payment statement is processed; the customers lose an insignificant amount of money. The concept is well illustrated through the ‘pain of paying’ that was advanced by Prelec and Lowenstein; has been used to provide the theoretical explanation why spending tend to be higher in different paying methods than cash (Sullivan, 2014). The pain of paying concept suggest that when an individual is paying for a consumption, they always experience immediate pain while parting with the money; thus the fewer payer always feels more comfortable than more payer.
Ali and Gopalan (2018) define the transparency payment method as the salience of parting with money, thus any payment method comes with a considerable emotional feeling. The cash payment thus tends to regulate the expenditure, since the pain of physical separation with money always tends to be higher than credit and much higher in the post-payment method.
Unlike the daily fuel consumption rate, one is capable of monitoring the daily expenses on fuel and monitor, since they will always feel the pinch of paying thus empowering them to hence control over their fuel budget.
From the study, it was realized that a large number of percentage of customers fairly accepted the fuel post-payment policy. The most fuel users in Alaska are categorized into two: those that use fuel at home, and those that use fuel to refill their car gas tanks. One of the implications that derived the low acceptability of the post-payment policy among the fuel users in Alaska is the consumer costs. Consumer cost has been one of the disputes on the post pay as it is perceived to derive consumers to incur so much cost.
Customers purchasing behavior depend upon varied factors such as price, quality, and durability. When a customer learns that there are more advantages that can be gained from a particular product, organization with all other things being standard, they tend to accept the use of such product or service (Holladay & Soloway, 2016). From table 4 it was identified that the major factor was that might drive a customer to accept the post-payment policy is the reliability that constitutes to about 63% of the respondents.
Most of the customers believe that through the policy, one is capable of using fuel irrespective of the financial position at particular moments so long as one is capable of paying the debt within the specified period of time (Seguin, Flax & Jagger 2018). To those that are pension earners, or low-income earners who wait till the end of the month to get their salary, have the opportunity to get fuel even before the disbursement of their salaries, thus improves their lifestyle.
On the other hand, the long-distance travelers will not have to worry about the fuel gas in the middle of the road, or even when they are out of the border and have not changed their currency (Sullivan, 2013). The system will allow the fuel stations to refill their tanks and receive the payments with the stipulated period. Consequently, the post-payment policy was found to be more efficient to customers as they have the capability to scrutinizes and have a record of their monthly fuel consumption; the record is useful in strategizing their daily expenditure.
With the post pay, the vehicle owner has the greater sense of control as they have the capability to pay on the scheduled time that they have established matches their needs and cash disposal. For example, when one always receives cash after every two weeks, the individual has the capability to pay the amount on weekly basis rather than daily basis and the payment can always be customized, for example instructing the bank to pay a particular petrol station after the specified period of time and stated amount.
However, the 28% of the respondents, were identified the policy as unreliable, while 45% respondent as unaffordability. Those customers that termed the policy as unaffordable based their perception on the reason the most of the home-based fuel users are low-income earners or economically inactive (Seguin, Flax, & Jagger 2018). Thus the policy does not have any economic advantage on their source of income since they will just have to pay the same amount of money just like the prepaid policy. The policy does not increase the product money value. Additionally, they 45% of the respondents perceived it as an expensive strategy.
From table 5, it was found that the few fuel stations that use the post-payment method are embarking on public education on the benefits of the postpaid services as a management strategy to promote acceptability. The study uncovered that various fuel stations have prepared different fliers highlighting the importance of using the method to customers. These stations recorded an increase of sales by 18.7 %; an aspect attributed to some customers behaviors, which might be having a little amount at the moment and are expecting some cash in the future tends to refuel more than they intended to. The behavior does not only increase the profit revenue to the stations but also increase the customer experience hence raising the retention percentage (Effah, 2016). The repurchasing of a customer is a good aspect to a business organization that wants to gain a competitive advantage over the others (Hayashi & Keeton 2012).
However, some of the management recorded that some of the customers go without paying even after the processing of the payment statement. About 15.75 % of the petrol stations sales always end up unpaid or paid when the due is over, an aspect that weakens the business operations. Thus many of the management of the fuel stations are of the opinion to strategies and strengthened the post-payment policies so as to help to curb the inconveniences that are brought by uncaring customers.
It is very significant to note that there is so little research that has been conducted on the field of fuel post payment policy. Therefore, the weight of the previous research on the related topics has been evaluated to help in looking into the subject, and there were varied situations (Ciarli, Coad & Rafols, 2016). Some situations the methods of payments were more applicable to the credit card that was more related to the cash payment; however, the credit card should not be regarded as a substitute for cash payment (Mendes et al., 2018). The study was conducted in Alaska that has less population in relation to the whole world; hence the findings cannot be generalized to represent the global n customer’s perception on the use of fuel post-payment policy and method.
Based on the findings and the conclusion drawn, the following recommendations are made:
- Since customer preferability as compared to fuel suppliers on regard to the fuel post-payment policy, the fuel charges on that individual that pay in later days should be reconsidered so as to make them feel that they are not overspending their money. This can be achieved through regulation the charges not be so much higher than the charges of the cash payment.
- Additionally, the fuel suppliers and the worker should intensify the public education in order to increase the acceptability of the policy among the fuel users.
- The fuel suppliers should also adopt some strategies and incentives to this individual that adopt the use of the post-pay method, as an approach to attract the attention of many people. Through this, the fuel operators will increase the acceptability percentage among the users.
- Finally, the fuel users should not rely on education as a way of enticing the fuel consumers but should also use the platform to educate the fuel consumers on how to manage their fuel consumptions to control the expenditure just like the prepaid counterparts.
Conclusion
The study was investigating the implications of fuel post pay policy. The study majored on the acceptability of the system among the stakeholders; consumer, fuel supplies and the workers. The results indicate that most of the consumers are willing and accept to adopt the post-payment methods of consumed fuel, based on the underlying advantages. First, reliability; in that one might not have the cash or the credit card at the time of need, thus opt to consume the fuel and pay later at the specified time.
In order to understand the reliability of the post-payment policy among the population of Alaska, a cross-sectional study was conducted on a sample of 400 participants that comprise consumers, fuel suppliers, and fuels stations workers. The participants between the ages of 40-49 formed the highest percentage of fuel users, while 60-69 formed the least percentage of the fuel users. This is attributed that the age bracket of 40-49 is economically active, hence uses their personal cars to access their occupational stations. The study also indicates that the expenditure level increased among those who adopted the post-payment policy with 54.5 %, an aspect attribute to the inadequate control of the expenditure tracking. Generally, there was high acceptability of the policy among the stakeholders with consumers and fuel owners registering 11.25% and 36.5% respectively, thus indicating that the policy needs more adjustment to be fully accepted within the society. In conclusion, fuel post-payment policy provides consumers with favorable payment conditions that will be universally accepted if the policies are implemented.
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