DOI: 10.25338/b8mc8w
title: Data from: Fostering the use of zero and near zero emission vehicles in freight operations

description: California has put forward a number of goals to improve freight efficiency
 through the introduction and use of zero and near-zero emission vehicles.
 However, the technical and operational characteristics, market readiness,
 and other factors related to these technologies can be very different.
 Therefore, the most appropriate option for different uses (e.g., last
 mile, long-haul distribution) and users’ preferences is not necessarily
 clear. This study focused on analyzing the factors to foster the adoption
 of zero and near-zero emission vehicles. Building on previous analyses
 that showed that besides the intensity of use of the vehicles, purchase
 price, and maintenance and operational costs, different types of
 incentives (monetary and non-monetary) could be a determinant factor to
 foster their adoption and use. Therefore, it is important to understand
 the behaviors and attitudes of freight stakeholders to define adequate
 incentives programs. This study explored different incentives programs in
 California and reviewed the literature to identify other potential types
 of incentives to foster a change. Based on the review, the team developed
 a stated preference survey to collect information from fleets and carrier
 companies about their economics, and their vehicle purchase preferences,
 and to test their behavioral perceptions towards those types of
 incentives. The team deployed the survey in two different waves targeting,
 first the members of the largest transportation association in California,
 and second, to a sample of carrier companies. However, the response rate
 was very small which limited the type of analyses that could be conducted
 with the data. Alternatively, the team developed a multi-criteria decision
 making (MCDM) tool using a Spherical Fuzzy Analytical Hierarchy Process
 based on experts’ knowledge. The model provides insights about the most
 appropriate options for different uses (e.g., last mile, long-haul
 distribution). This study considered diesel, compressed (renewable)
 natural gas (CNG/RNG), hybrid electric (HE), battery electric (BE) and
 fuel-cell hydrogen (H2) vehicles. The model evaluates the alternatives
 using five criteria: economic; business, incentives &
 market-related; environmental & regulatory; infrastructure; and
 safety & vehicle performance factors. It also considers twenty-one
 sub-criteria, e.g., total cost of ownership, payback period, brand image,
 financial & non-financial incentives, and public/private fueling/
 charging infrastructure availability. The study highlighted a number of
 important considerations for study development and for the analysis of
 incentive programs. Data collection. The study evidenced challenges in
 collecting behavioral data from businesses and fleets. More importantly,
 the data collection effort was conducted during a period where one of the
 major regulatory agencies was in the midst of developing the ACT Program,
 which will have tremendous implications for vehicle manufactures and
 fleets (small and large). Other ongoing studies in related areas during
 the same period experienced similar challenges. The California Vehicle
 Inventory User Survey (CalVIUS) is an exception; however, this survey
 required very large budgets and resources (of orders of magnitude larger
 than the current study). Companies perceptions towards Zero-emission
 vehicles. The small sample showed that companies are not necessarily
 interested in zero emission vehicles, and for the next vehicle purchase
 the preferred alternative are still diesel vehicles. The results of the
 MCDM based on expert judgments exhibited similar patterns, with Diesel
 vehicles being the key alternative. Incentives and other vehicle purchase
 determinant factors. The responses showed that companies, for the most
 part, are not aware of the various incentives programs available to renew
 their fleets. Both the sample and the MCDM show that economic and
 financial factors are the most important factors when making purchase
 decisions, while environmental and regulatory having less importance.
 However, the results show that there is an acknowledgement that under a
 stricter environmental regulatory environment the preferred choices are
 battery electric and fuel cell vehicles. The MCDM indicated that
 availability of maintenance and repair shops, and depot charging/fueling
 infrastructure are also critical factors, even more so than fueling and
 charging times. Considering that the preferred alternative are diesel
 vehicles, incentives do not seem to affect much the ultimate choice. For
 these vehicles, there are no incentives. If non-financial incentives are
 to be used, they have a relative weight to be about 25% lower than for
 financial incentives. Overall, these results show on one hand the
 challenges to foster the use of zero emission vehicles, where the CCR
 values are almost half than for the preferred alternative. On the other
 hand, well-structured regulatory programs that incentivize environmental
 metrics, promote the technologies and support industries (repair, charging
 infrastructure) can have a positive impact over vehicle choices.
description: 1. Stated-Preference Data: Collected through and online
 (Qualtrics) survey. The data was collected in two deployments during the
 first semester (1st deployment) and the summer of 2019 (2nd deployment).
 The team received approval (exemption from IRB). The data has no business
 identifier. 2. Expert Assessment Data: The team
 developed a collected data from three experts about pairwise comparisons
 among determinants and factors for vehicle technology assessment. The data
 helped implement a Multi-Criteria Decision-Making (MCDM) tool based on  a
 Spherical Fuzzy Analytical Hierarchy Process model.